ByDanJohnson

By Dan Johnson || June 11, 2021 59 Comments

In less than two months, the biggest airshow of them all starts — EAA AirVenture Oshkosh 2021. Join us as we get back to normal.

We have huge amounts of Light-Sport, Sport Pilot kit aircraft, and Ultralight information here; you could read for weeks and hardly scratch the surface. Also, check our growing library of short videos on the ByDanJohnson Affordable Aviation YouTube channel.

In addition, you can find nearly 1,000 LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s “Light Sport and Ultralight Flyer” YouTube channel + view hundreds of our best videos archived here in a searchable format.

Have you tried our Market Share resource, called Tableau Public? Tap or click the big blue button or hit this link to get a graphical help file on how to use it. Or, get the full description of how this list is assembled.

Thanks for your visit. We genuinely appreciate those of you who have become members!

In less than two months, the biggest airshow of them all starts — EAA AirVenture Oshkosh 2021. Join us as we get back to normal. We have huge amounts of Light-Sport, Sport Pilot kit aircraft, and Ultralight information here; you could read for weeks and hardly scratch the surface. Also, check our growing library of short videos on the ByDanJohnson Affordable Aviation YouTube channel. In addition, you can find nearly 1,000 LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s “Light Sport and Ultralight Flyer” YouTube channel + view hundreds of our best videos archived here in a searchable format. Have you tried our Market Share resource, called Tableau Public? Tap or click the big blue button or hit this link to get a graphical help file on how to use it. Or, get the full description of how this list is assembled.

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LSA Update — Finland’s ATOL Avion… Ekolot Topaz Wins Another… Fresh SW-51 Video… New FAA Reg Update Video

By Dan Johnson || June 11, 2021 Leave a Comment

Summer is fast approaching and for much of the northern hemisphere, that means seaplane flying. For all pilots, covid fear is dissipating and summer skies beckon.

In this LSA Update…

Learn about the return of Finland’s wood-and-composite LSA seaplane, now rebadged as Avion from new supplier Scandinavian Seaplanes
Check out another award for Ekolot’s handsome and deluxe Topaz
See a very fresh video of the impressive ScaleWings SW-51 in flight
Watch a video version of our recent FAA regulation update on Mosaic

As the globe slowly emerges from the dark cloud that was Covid, the light aviation industry is doing admirably to move forward with developments and improvements.

Come along for the read — check out these stories.

Atol is Back …with Avion

According to main man Anssi Rekula, “Finland is a true [paradise] of seaplane flying with 188,000 lakes, 45,000 miles of river and 4,000 miles of seafront.” That is surprisingly similar to the United States even though America is 29 times larger by area.

A new enterprise bought all rights and assests from bankruptcy estate of Atol Avion Oy, which filed for bankruptcy on January 2, 2021.

Scandinavian Seaplanes Oy was formed by two Swedish investors Andreas Svensson and Oskar Samuelsson together with Anssi, a co-founder of Atol Avion.

The Sameuelsson brothers are both business people. Their aviation company also designs and manufactures aerospace parts and components to order.

Rekula has extensive aviation experience from being a Coast Guard helicopter maintenance officer to flying for Finnair airlines as a Captain. He has 10 years history with Atol Avion and Aurora.

Aurora, a two-seat amphibian, has been under development for nine years. Scandinavian Seaplanes forecasts serial production will start by the end of 2021. A core team familiar with Atol Avion has been hired to work for company and this will enable the official transfer of the nearly finished type certification project with EASA (European Aviation Safety Agency, the Union’s counterpart to FAA).

Building airplanes at the Halli airport in Jämsä, Finland, a facility with a long aviation tradition. Scandinavian Seaplanes aims to be profitable latest 2023 stating that the Halli facilities can manufacture 20-30 planes per year. They will concentrate mainly in assembly, while most parts are made by a chain of audited nearby subcontractors. We have been negotiating with the city of Jämsä since the beginning of the year says Anssi Rekula, CEO of Scandinavian Seaplanes.

Jämsä Mayor Anna-Liisa Juurinen said, “The new arrival will strengthen the aviation industry in the area. Halli airport, nearby lakes, and new aviation-related partners motivated Scandinavian Seaplanes to locate in Jämsä,” Juurinen added.

The somewhat faster Saab Draken is also built in the area.

“Each component of the renewed Avion has been optimized through design and selection of materials which include carbon fiber, aluminum, Kevlar and wood-composites,” explained Anssi. “This material optimization helps Atol lead the light seaplane industry with 595-pound useful load without compromising strength and durability.”

Atol is proud Avion uses what some might call an antiquated construction material: wood. Anssi noted, “In today’s environmentally-conscious world one of the nicest features of the wooden structure is its small carbon footprint, which is about 65% less compared to other construction types. Wood binds carbon, whereas the manufacture of aluminium and reinforced plastic materials and carbon fiber release it.”

Flight training will be a part of ”one-stop” customer service from Scandinavian Seaplanes, as buyers will be offered training for type and seaplane ratings plus the Private Pilot License.

Topaz Wins Another Award

Today, many LSA have become quite deluxe with fancier interiors and better avionics. However, Ekolot was ahead in this upgrade game.

The Polish company’s top-of-the-line Topaz is a striking machine outside and inside with its automotive-styled, leather-trimmed interior and nicely-achieved features.

Ekolot has experience with sailplanes and the composite finish shows a glider producer’s attention to an exceptionally smooth finish.

Get factory tech specs (metric) but the U.S. translation is: wing span 35.3 feet; wing area 109 square feet; gross weight 1,232 pounds (the first weight FAA chose for LSA; later updated to 1,320); empty weight 639 pounds, meaning Topaz has a useful load of 593 pounds and a payload with full fuel of 485 pounds; fuel 18 gallons, cruise 123 mph (107 knots); climb 1,575 fpm; stall 34 mph.

Standard power is supplied by Rotax 912 swinging a three-blade composite prop. It is sold standard with an whole-airframe emergency parachute.

At Sun ‘n Fun 2021, importer Krzysztof “Kris” Siuba collected another trophy for his office shelf as Topaz won the “Outstanding Factory-Built Fixed Wing Light-Sport Aircraft” category.

Hopefully, Kris and Topaz are not “tired of winning” as a well-known politician once predicted.

Here’s fresh video of the SW-51 conducting its first flight — lots of good images, courtesy of the factory:

A great many of you read our recent article updating FAA’s latest work on the new LSA regulation. Some of you may prefer an audio version with a terrific slide show (featuring around 150 beautiful airplane pictures):

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Summer is fast approaching and for much of the northern hemisphere, that means seaplane flying. For all pilots, covid fear is dissipating and summer skies beckon. In this LSA Update… Learn about the return of Finland’s wood-and-composite LSA seaplane, now rebadged as Avion from new supplier Scandinavian Seaplanes Check out another award for Ekolot’s handsome and deluxe Topaz See a very fresh video of the impressive ScaleWings SW-51 in flight Watch a video version of our recent FAA regulation update on Mosaic As the globe slowly emerges from the dark cloud that was Covid, the light aviation industry is doing admirably to move forward with developments and improvements. Come along for the read — check out these stories. Atol is Back …with Avion According to main man Anssi Rekula, “Finland is a true [paradise] of seaplane flying with 188,000 lakes, 45,000 miles of river and 4,000 miles of seafront.” That is surprisingly similar to the United States even though America is 29 times larger by area.

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Flight Design Introduces CTLS GT with Rotax 914 Turbo Power

By Dan Johnson || June 7, 2021 7 Comments

Here’s the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly.

In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically.

So, a higher power-to-weight ratio is good, but do limits exist?

Welcome to CTLS GT 914T

“Flight Design is pleased to announce the availability of the 914T option for the CTLS GT 2020,” the German company announced today. “CTLS GT with the turbocharged Rotax 914 plus a large intercooler greatly improves the climb rate, cruise speed and high-altitude performance on Flight Design’s most popular model.”

CTLS has long been the leader in the American LSA fleet. While the company has also announced their F-series, CTLS remains a key model for the company. The CT-series already fits regulations in many countries.

“We are very excited to finish development of this new variant of the CTLS GT,” said Daniel Guenther, managing director of Flight Design general aviation. “The design team did a beautiful job integrating the Rotax 914 with the turbocharger and intercooler into the new longer cowling of the CTLS GT 2020. From the large NACA inlet (photo) and the custom welded aluminum piping, the engine compartment is just a thing of beauty,” said Daniel.

CTLS GT Turbo incorporates all the new features of the GT 2020 model including the longer, more attractive cowling with improved cooling and cabin heating, new prop spinner, and new low drag wheel pants for improved performance. Equipped with a full Garmin avionics suite including dual G3X screens, the CTLS GT is a thoroughly modern aircraft that can reach 140 knots (TAS at altitude) and can climb at better than 2,000 feet per minute.

“I was very impressed with the performance of the CTLS GT with the Rotax 914 Turbo,” said Flight Design test pilot Nico Stambula. “CTLS GT Turbo climbs like a rocket and easily reaches 140 knots at altitude.” Stambula added that the 914 intercooled engine maintains consistent temperatures. In addition, this is a very smooth flying package.”

The first CTLS GT will be shipped to an owner in South Africa, which has both high temperatures and high elevations. Flight Design believes the new model “should be just great for operating in those more challenging conditions.”

With the addition of the Rotax 914T option, the long-running CTLS extends its range again. Various models are available as a European 600 kilogram (European) Ultralight, an ASTM-compliant Special LSA, or as an EASA-certified aircraft. Models are available with the Rotax 912, the 912iS and now as a turbocharged performer as the CTLS GT 914T.

“What? No Rotax 915?”

Someone was bound to ask why engineers didn’t use the newest 141-horsepower Rotax 915 iS, so I queried the company on this question.

Since the start of Light-Sport Aircraft, Flight Design has been represented in America by Tom Peghiny, proprietor of Flight Design USA. He’s everyone’s go-to guy for all things CT.

“Flight Design chose the Rotax 914 Turbo for the CTLS 2020 GT airframe for several reasons:

“Engine weight and size were perfect for the CTLS airframe with no structural modifications required to the existing airframe.
“Top speed at altitude was also within the existing CTLS limits, so no long test flight program was required to make the 2020 GT turbocharged variant.
“Because the 914 has a similar configuration to the often-installed 912ULS and 912iS, no major firewall-forward changes were needed to fit a 915.”

Tom added that he is gearing up for the company’s display at EAA AirVenture Oshkosh 2021 where he will lead the announcement of other Flight Design products; aircraft will be on exhibit in space 94.

Here’s a review of the CTLSi with the 912iS engine. Most of the video regards the airframe that remains the same on the CTLS GT 914T.

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Recently I interacted with a reader, someone considering a light aircraft for purchase. He inquired about the ability of ultralights or Light-Sport Aircraft to cope with high density altitude. He raised valid and worthy points but showed a certain lack of knowledge about the capabilities of light aircraft. (We are working on a more detailed article on this subject.) Here’s the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly. In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically. So, a higher power-to-weight ratio is good, but do limits exist?

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Airborne at Last — Scalewings’ Intricate and Spectacular SW-51 Achieves First Flight

By Dan Johnson || June 2, 2021 5 Comments

This flying dream has been years in the making. Admittedly, it’s a big project, but so authentic is this 70%-scale P-51 Mustang lookalike that I think I see you already starting to drool.

Don’t feel too conspicuous. It’s happening to me, too, along with nearly everyone else. [Article updated on 6/4/21 regarding price information; see below. —DJ]

Of the many thousands of airplane designs created since Orville and Wilbur made their first flight 118 years ago, North American’s muscular Mustang consistently ranks as the most-admired flying machine.

You probably can’t afford an original (or even the maintenance it takes to keep one flying) but you might be tempted by this fantastic carbon fiber vision from Euro developer, ScaleWings AeroGroup and its ultra-energetic designer, Hans Schoeller.

SW-51 Finally Flies!

On May 20th, 2021, SW-51 Mustang successfully performed its first flight at Mlada Boleslav airport (LKMB) in the Czech Republic.

ScaleWings reported, “Aircraft serial number #001 took off at 11:37 am into a light cloudy sky.” The all-important first flight went without problems.

“Chief Test Pilot Jirko ‘Jiri’ Hybler praised the balanced and highly maneuverable handling of the aircraft, managing crosswinds of more than 10 knots with superior control,” continued ScaleWings. “Within the first flight hours all systems were checked to prove their functionality.”

The company reported test flights included cycling up and down of the all-electrically-driven landing gear. First flight went exactly to plan and 35 minutes later, the aircraft landed safely.

“This first flight of the serial aircraft configuration of the SW-51 Mustang is an important milestone for our team,” ScaleWings said.

The SW-51 aircraft program was launched in 2013, followed by a successful first flight of a “proof of concept” prototype just one year later in 2014. Since then ScaleWings has been working on both production processes for the aircraft and preparing the company’s production site in Krosno, Poland.

The ScaleWings SW-51 Mustang is a true-to-scale high performance replica modeled precisely upon the original North American P-51 Mustang aircraft dimension but fully built from carbon fiber.

No question, SW-51 deserves the closest possible examination. This is an amazing construction.

SW-51 is an intricate eye-catcher featuring more than 100,000 details such as simulated rivets, screws, fabric and more that were meticulously handcrafted into the manufacturing molds. Even when you physically touch them, rivets and screw heads feel real. They’re not; it’s a marvelous illusion.

Schoeller’s unique treatment combines with a high quality chrome-like finish, allowing SW-51 to almost-identically mirror the original’s aluminum appeal. Without a doubt, this is an unprecedented execution beyond anything I’ve ever seen.

The aircraft is designed for up to 750 kilograms (1,653 pounds) gross weight, while it is currently being flown in a category limited to 600 kilograms (1,320 pounds) in accordance with prevailing European standards. The numbers show SW-51 could fit nicely into FAA’s proposed Light Personal Aircraft but it could also stay a Light-Sport Aircraft. A fixed gear, fixed pitch prop version has been in discussion for some time.

With first flight in its logbook, ScaleWings said, “We will produce and deliver 5 aircraft in 2021 and 12 aircraft in 2022.”

SW-51’s configuration features a Garmin G3X glass cockpit, electrically driven retractable landing gear (main gear and tail-wheel), ballistic emergency airframe parachute by Galaxy GRS and a brand new Rotax 915iS Turbo engine, catapulting the sleek design to a climb rate of more than 2,200 feet per minute. The airframe’s flight envelope is designed for a Vne of not less than 400 kilometers per hour (216 knots). The good news is noise is far less than on an original P-51 with its huge Roll Royce engine, but a clever “sound system” preserves the imagery and a ’51’s historic ramp appeal.

Updated Info — Some readers were intrigued enough to ask about price. SW-51 is not cheap but at this level of complexity to manufacture, I doubt many readers expected anything different. Here’s what Christian wrote in response to my request, “Depending on the configuration, expect something starting in the range of €240,000 in Europe (about $292,000 at today’s exchange rates). While ScaleWings is not ready to start U.S. deliveries yet, Christian did state that an N-number-registered Experimental Amateur Built version will be offered. —DJ

ScaleWings is a German aircraft design and manufacturing company with offices in Austria and Poland. The company runs its own production plant in the renowned “Aviation Valley” in southeast Poland, where the SW-51 Mustang is built by a workforce of 30 full-time employees in a 25,000 square foot facility. The company reported, “[We] have now entered serial production of the aircraft with a current production output of twelve aircraft per year.

“SW-51 Mustang costs less than 10% to acquire, less than 1% to maintain and it burns less than 15% of the fuel of an original North American P-51 Mustang aircraft. That’s a big savings but this is not an inexpensive kit.

Due to the simplicity of the design ScaleWings stated and its test pilot confirmed SW-51 does not require exceptional pilot credibility, reducing costs of training and operation and costs such as aircraft insurance and annual inspections.

If you, like so many, have dreamed about flying a P-51 (but probably never will), SW-51 might be an answer to prayers.

As Christian concluded, “[SW-51] facilitates the entry for anybody to finally … own and fly a Mustang by him or herself.” Affordable means something different to every individual but this striking light aircraft may encourage you to save all you can.

Here’s my video interview and review of Scalewings SW-51 from Aero 2018. Learn many additional facts from my conversation with Marketing and Sales leader Christian von Kessel and designer Hans Schoeller:

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This flying dream has been years in the making. Admittedly, it’s a big project, but so authentic is this 70%-scale P-51 Mustang lookalike that I think I see you already starting to drool. Don’t feel too conspicuous. It’s happening to me, too, along with nearly everyone else. [Article updated on 6/4/21 regarding price information; see below. —DJ] Of the many thousands of airplane designs created since Orville and Wilbur made their first flight 118 years ago, North American’s muscular Mustang consistently ranks as the most-admired flying machine. You probably can’t afford an original (or even the maintenance it takes to keep one flying) but you might be tempted by this fantastic carbon fiber vision from Euro developer, ScaleWings AeroGroup and its ultra-energetic designer, Hans Schoeller. SW-51 Finally Flies! On May 20th, 2021, SW-51 Mustang successfully performed its first flight at Mlada Boleslav airport (LKMB) in the Czech Republic. ScaleWings reported, “Aircraft serial number #001 took off at 11:37 am into a light cloudy sky.” The all-important first flight went without problems.

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Faster and Faster — Porto Aviation’s Risen Eclipses the 400 Kilometer per Hour Barrier

By Dan Johnson || May 30, 2021 3 Comments

Alberto Porto put a smile on the face of Troy Jones’ daughter after flying in Italy.

Since I first saw this aircraft when it was unveiled to the world at Aero 2015, I have kept my eye on Risen. It was clear this design was going places… literally.

I used a bit of English humor in the lead photo saying “Risen Shine,” meant to play off “Rise and shine,” a get-out-of-bed-and-get-to-work phrase common in the U.S. The truth is, you don’t pronounce it RYE-sen. Porto Aviation Group marketing man Stéphan D’haene clarified that they say REE-sen.

However you may say the name, Risen is one ripping-fast aircraft. Below you’ll read about its latest speed record but Americans may be interested to hear the first example is now tearing up the skies over Montana.

First in America

At the end of 2020, on December 10th Porto Aviation Group celebrated an accomplishment: “We got the first ‘November’ tail in the air.” They refer to a a Risen with N-numbers on it as the first U.S.-registered model in America.

A family that flies together, visiting Risen at its home airfield.

Their launch customer is a long, tall medical doctor looking for a fast, efficient, and economical commuter and travel aircraft. “Troy Jones was exhausted with long car drives and hotel overnights,” said Porto Aviation. “He preferred to fly his own aircraft so he could get home to his family by end of day.”

Jones stands 6 feet 9 inches so finding an aircraft that could accommodate his tall frame was not easy. After discovering Risen, Troy emailed with designer Alberto Porto subsequently booking a trip to Italy to see if he actually fit.

According to Porto, Risen has “a fully modular cockpit that can be adjusted to any owner requirements.” They believed the sleek aircraft could easily accommodate a pilot of Troy’s height. It did and a purchase was arranged.

In 2019 and early 2020, before Covid, Troy spent time in Italy building his Risen using Porto Aviation’s building-assist program. His family joined him, enjoying the beautiful surroundings of Lake Como and the Italian Alps while Troy worked on his aircraft. Porto is located near the Swiss/Italian border.

Checking out Risen at Porto’s home airfield in northern Italy; gear is shown partially retracted.

As summer 2020 arrived, the building was completed and Porto Aviation finished the task by painting the aircraft and packing it in a standard 20-foot container for shipment to the USA. After long delays related to Covid, Alberto Porto traveled in early December to Lander, Wyoming to be present during the aircraft inspection by a DAR. Giving his first U.S. bird a careful introduction, Alberto provided ground training with Troy and his flight instructor, John Larsen.

Including his 40 hours of flying in a designated area as is common for all Experimental-Amateur Built aircraft, Troy has now logged about 50 hours in the 48-inch-wide speed machine. His Risen is powered by a turbocharged Rotax 914 as Lander airfield (KLND) has a 5,588 foot field elevation. With this engine, his Risen can handle the density altitude well and can hit 200 knots while boasting a typical cruise of 180 knots. Climb exceeds 1,500 feet per minute.

Amplifying its speedy ways, Risen boasts a most impressive 23:1 glide ratio. A shorter wing version is also available.

Troy’s Risen is equipped with a Dynon HDX system combined with Garmin’s latest GPS navigator for IFR compliance. The Italian company also offers a full Garmin suite.

If you are intrigued by Risen but not sure you want the cost, complexity, or maintenance of a retractable-gear aircraft, Porto Aviation offers a fixed-gear version called Siren. Besides stiff-legged gear, Siren uses a simpler split flap system.

400-Kilometer Barrier Falls

Porto Aviation excitedly released this news: “Friday early morning, April 16^th 2021, Alberto Porto and Yasemin Arslan van Deursen flew a Risen to 400.45 kilometers per hour (248.8 mph) on a 15-kilometer straight course, a first for any [European] ultralight.

Alberto Porto gives further instruction to instructor John Larsen.

On the same day Porto and van Deursen flew another record: a new all-time high record 378.94 kilometers per hour on a 50-kilometer triangle track.

Staying within European guidelines, the speedy Risen weighed a maximum of 472.5 kilograms (1,042 pounds) and demonstrated stall at less than 65 kilometers per hour or 35 knots). While the Europe-wide EASA now has a 600 kilogram (1,320 pound) class matching international LSA, individual European nations also have the “ultralight” class. In this classification, max weights are 450 kilograms without an emergency airframe parachute or 472.5 kilograms when so equipped; parachutes are mandatory in Germany and other nations accept this safety allowance.

Powered by the same standard 115 horsepower Rotax 914UL engine, Risen was exactly the same ultralight (serial number) that set previous records on December 15^th, 2019. The same sponsor stickers still appear on the fuselage.

Troy Jones’ Risen is now N-numbered, based in Montana, and free to fly American skies.

Some give-and-take between producers of speedy light aircraft — reported here — prompted Alberto Porto go show his design’s prowess in a more similar comparison. FAI record attempts are done in multiple categories to accommodate aircraft of many types. Of course, rules exist for each of them but rules are sometimes changed or viewed differently by new judges. Rather than getting caught up in rule writing, Alberto vowed to recover his record.

For technical people, Porto Aviation wrote, “The 2015 Risen 912ULS record (323.84 km/h or 175 knots) was beaten in 2019 by the Risen 914 (337.51 km/h or 182 knots). Both are MSL and ISA and you are comparing apples with apples. It’s a difference in speed that is in line with the increase of horsepower, laws of physics-compliant. Yet, we claim today with the same Risen 914 at FL100 a speed of 400.45 kilometers per hour or 216 knots.”

“Can anyone see us claiming that our Risen 914 is now 62.94 kilometers per hour (34 knots) faster than the same Risen 914,” Porto Aviation asked? “Of course not. It’s still exactly the same aircraft, but at different flight conditions.”

This article explains the record-setting task in more detail. For now, suffice it to say that whatever the records body, FAI, says, Troy Jones’ Risen is one of the fastest light planes in the USA. I’ll bet it won’t be the last.

Porto Aviation is now offering this full Garmin suite in Risen.

The followings video, recorded at Aero 2015, has been viewed more than 600,000 times. The design was new then but it has continued to attract interest. Designer Alberto Porto shows us around his intense speed machine. The company website changed since the video was uploaded. Go here for more.

A few readers asked if Risen uses flaperons. This image shows the answer and further reveals the air-flow efficiency of Fowler flaps plus the compound shape of the leading edge.

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The appeal is obvious. What pilot doesn’t like the idea of flying faster? Even those of us who enjoy low-and-slow Part 103 ultralights remain intrigued by the idea of going fast, eating up the miles en route to a destination. [Article updated 5/31/21 with additional information. —DJ] Since I first saw this aircraft when it was unveiled to the world at Aero 2015, I have kept my eye on Risen. It was clear this design was going places… literally. I used a bit of English humor in the lead photo saying “Risen Shine,” meant to play off “Rise and shine,” a get-out-of-bed-and-get-to-work phrase common in the U.S. The truth is, you don’t pronounce it RYE-sen. Porto Aviation Group marketing man Stéphan D’haene clarified that they say REE-sen. However you may say the name, Risen is one ripping-fast aircraft. Below you’ll read about its latest speed record but Americans may be interested to hear the first example is now tearing up the skies over Montana.

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Wave Theory — After Years of Thoughtful, Thorough Development, First Flight Is Getting Closer

By Dan Johnson || May 26, 2021 2 Comments

Look out, Icon A5! Here comes Wave and it should be quite exciting.

Designer Paul Vickers (see video interview below) has a history in boat-hull design. This history forms a logical path to a LSA seaplane with its boat hull and water control features. Paul employed that experience but has widened his history to encompass a flying boat, the Wave.

From the images that accompany this article, you may see a artist’s sense of style, an engineer’s focus on efficiency, and a creator’s close attention to detail. I think these fresh photos convey those qualities quite well.

Visual Clues

We can pick up a few clues from these “teaser photos.” (Somebody appears to know a thing or two about taking intriguing photos.)

In one image you notice the Rotax 915iS hiding inside its shapely engine nacelle.

Over the years, Wave has evaluated different engines. At one time, they contemplated Continental‘s 180-horsepower Titan. That would have provided ample power but uses a heavier construction. Vickers finally settled on the latest 141-horsepower Rotax 915iS that is seeing growing use and enjoys worldwide technical support.

With around 20% more weight than Icon A5 — assuming Vickers uses 100% of their FAA-granted weight exemption — but with 40% more power, Wave may turn out to be a lively performer although the real proof of this will be in the flying. Vickers projects Wave to have a cruise speed close to 120 knots and a climb rate of more than 1,400 feet per minute.

In other images, we see that Vickers is working with MT propellers. This established, higher-end company has been involved with exploratory work on a Searey to implement and test Single Lever Control. As that feature is coming for LSA in 2024, Vickers may be getting ahead in another way by working with MT Props. Add the 915’s higher power to the efficiency of an adjustable prop and Wave’s performance advantage may stretch further. (Until the new reg emerges, 915 has been approved by Rotax to work with fixed pitch props.)

Good or Bad Timing?

What about the coming LSA regulation and the likelihood of LSA being allowed more weight (see this article)? This question is answered because Wave, like Icon, won a weight increase. While other manufacturers wait to find out exactly what the design parameters will be, Vickers is ahead of the game, having already been granted extra weight. Afterward, Paul observed, “Some of our safety features [allowed by the weight bump] include water-maneuvering thrusters, CrossOver™ landing gear, increased horsepower, and the required fuel capacity to ensure the Wave is operated safely and can perform its mission.”

With FAA’s weight blessing, Vickers need not wait on the new FAA regulation as they prepare to launch their LSA seaplane.

First flight is ahead — though this is one of those nailing-jello-to-a-wall stories. First flight is something a designer never wishes to rush. Yet after all the time spent working on this design, the desire to see Wave go aloft must be tremendous — not even considering what pressure those waiting for the design may be exerting.

Paul and his Vickers team have worked hard, not only to make a dashing design but creating one that is easier to build. Vickers reports their total part count is a fraction of Icon’s for the A5, which should translate into quicker, easier, surer building and that in turn may help the New Zealand company keep their prices well below A5’s. Wave is composed of around 400 parts where Vickers said 1,800 or more parts is more common. Each part adds a material and labor cost.

In another photo, you can see a door leaning up against the hangar wall. Reportedly, Wave will use an aft-sliding door to enter a rather spacious compartment.

Wave also planned to use a novel arrangement of main gear — called “CrossOver” gear — such that it could handle the expected duties without needing to be retracted. Until the company gets first flight in their logbook, they’re concentrating on the essentials so it’s too early for confirmation of specific features.

Despite the uncertainties, Paul Vickers planned the design so meticulously that the first flight aircraft looks highly finished and not the sort of roughed-out prototype that often flies as a “proof-of-concept.” If Paul achieves what I think he might with this impressive aircraft, the POC first-flight example might end up being very similar to the production aircraft that will follow.

Here’s a video I recorded with Paul Vickers as he visited my home airport in 2017 (although Paul has since changed from the Titan engine to the Rotax 915iS)…

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Down under, heads are down and wrenches are wrenching. A team in New Zealand has been working for years on what might be the most sophisticated new aircraft to emerge …well, anywhere among Light-Sport Aircraft but certainly in LSA seaplanes. Look out, Icon A5! Here comes Wave and it should be quite exciting. Designer Paul Vickers (see video interview below) has a history in boat-hull design. This history forms a logical path to a LSA seaplane with its boat hull and water control features. Paul employed that experience but has widened his history to encompass a flying boat, the Wave. From the images that accompany this article, you may see a artist’s sense of style, an engineer’s focus on efficiency, and a creator’s close attention to detail. I think these fresh photos convey those qualities quite well. Visual Clues We can pick up a few clues from these “teaser photos.” (Somebody appears to know a thing or two about taking intriguing photos.) In one image you notice the Rotax 915iS hiding inside its shapely engine nacelle.

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Better News on Proposed LSA Regulation — Clearing the Air on FAA’s Latest Information

By Dan Johnson || May 20, 2021 74 Comments

In about one year, FAA may announce their new regulation for Light-Sport Aircraft.

This rule, sometimes called MOSAIC, proposes wide changes for the light aircraft segment, including an entirely new term: Light Personal Aircraft (LPA).

Here in early summer 2021, new information was discovered that shines additional light on what is ahead.

I am privileged to have recent information in which I have very high confidence.

While we do not know everything yet — neither does FAA itself — we are getting a clearer picture. Nonetheless, you should remember this is a proposal still in deliberation. It is not a completed regulation. We will know definitely what FAA recommends only when the NPRM (Notice of Proposed Rule Making) is released. My best guess for that is EAA AirVenture Oshkosh 2022 …about one year in the future. The final rule, after assessing all comments, is not expected until the end of 2023.

LPA and Sport Pilot Certificate

The first time anyone outside FAA heard about Light Personal Aircraft was one year ago, in May 2020. In this time of great society-wide distraction many became aware of new term later in the year.

Icon secured a weight increase for their A5 seaplane using a petition process.

LPA represent the full range of aircraft the FAA will likely propose as suitable for issuance of a Special Airworthiness Certificate using a manufacturer’s statement of compliance to FAA-accepted, industry consensus standards.

LSA would be those LPA that meet an expanded definition of LSA as described in previous articles, that is, in the new reg, LSA would become a subset of LPA. LSA may continue to be operated by Sport Pilots and maintained by LSRM. LPA that exceed the LSA definition would require higher certificates for pilots and repairman.

Another way to say this is: all LSA will be LPA, but not all LPA will be eligible for LSA.

Rulemaking is a machine with a lot of moving parts. Many people are involved but close to the heart of this proposal are two divisions or departments in FAA. One is dedicated to aircraft certification. A different one is dedicated to pilot certification and flight operations. A Sport Pilot does not receive the same training as a Private or better and may not have the same experience as a higher rated pilot. Therefore, it is reasonable to give greater privilege to the higher certificate levels.

When I write “Sport Pilot,” I mean those who hold an actual Sport Pilot certificate and those who have a higher certificate but wish to exercise the privileges of Sport Pilot. For many of the latter, this relieves them of the need to obtain an aviation medical or use Basic Med in order to fly Light-Sport Aircraft.

This point needs to be stressed: Even as LPA arrives, LSA will see “expansions.”

Setting the Record Straighter

Agency personnel are still very actively discussing this internally and many points are still being deliberated and refined. However, one person said, “The original ideas we shared with you [in previous discussions] remain as we informed you then. The plan is to expand LSA significantly.”

With the following, I will seek to address reader comments I received. These issues appeared to be of greatest importance.

I start with one that garnered the most response and I’m pleased to restate this.

Weight ••• Light-Sport Aircraft will be allowed more weight although this evolved somewhat differently than once expected. LPA entered the picture and will be the larger aircraft …but LSA will also benefit.

How much weight an LSA can increase will be determined with Power Index — essentially wing loading and horsepower considerations. Few readers might fully understand Power Index (details here) yet use of this formula allows weight flexibility well beyond currently-prescribed values.

Those of you who lamented the likelihood of no weight increase for LSA can breathe a sigh of relief.

Sport Pilot Privileges ••• Sport Pilots will be allowed to use their certificate to fly LPA that meet the parameters of the new definition of LSA, which will include (somewhat) heavier airplanes and all LSA meeting the present day definition of LSA. When a Light Personal Aircraft exceeds the final definition of LSA, you will need a Private Pilot certificate or higher.

How heavy an airplane can a Sport Pilot fly? That is still in discussion. Sport Pilots will not be able to fly an LPA that exceeds LSA parameters as described in the new regulation, but Sport Pilots will be able to fly a heavier airplane than a present-day 1,320-pound LSA landplane. Where precisely is the separating line? We’ll learn more about that later.

Maintenance ••• Since heavier airplanes than today’s LSA could be flown by a Sport Pilot, it seems reasonable that a Light Sport Repairman-Maintenance (LSRM) could work on an airplane that a Sport Pilot is permitted to fly. For those already using or contemplating earning that credential, an LSRM will be able to maintain LSA as described later. LSRMs will not be able to work on LPA that are beyond the eventual LSA description.

Legacy GA Airplanes ••• A good number of you yearn to operate a Cessna 150 or 172, a Cherokee, or some similar aircraft using a Sport Pilot certificate. If such airplane meets the description of a LSA under the new regulation, yes, it may be possible to fly one as a Sport Pilot. A Cessna 150 or a Cherokee 140 may qualify but a Cessna 210 or a Bonanza will not. The boundary line relates to Power Index, but some of you who wish to fly a legacy GA aircraft may be satisfied.

Single Lever Control ••• While this automated prop control is something that can be installed on LSA in 2024, it will not be limited to LSA. LPA may also use SLC and could have additional prop control options.

Fully-Built Gyroplanes ••• This request remains on track. After more than 15 years, Special LSA gyroplanes should become a reality.

Electric Propulsion ••• This remains in the proposal for LSA (as well as LPA). Hybrid systems will also be permitted.

Aerial Work ••• Not the same as “commercial operations,” aerial work remains under consideration although what pilot certificate may be needed is to be decided by the flight standards people. LSA (the aircraft) will be able to do such work, as eventually described, but a higher pilot certificate may be needed for certain activities or certain airplanes. This statement in the May 16th article still stands: “Aerial Work is actually defined as a pilot privilege and not an aircraft limitation.”

Light Personal Aircraft ••• These will take the lead position in the new regulation and LSA will become a part of LPA. Both will be allowed to get heavier than today’s LSA. However, I add that not all LSA need to get heavier. Weight shift and powered parachutes are two obvious examples that are well optimized under today’s weight limits.

ASTM Standards Work ••• LPA will be built to FAA-accepted, industry consensus standards like present-day LSA, but updated standards are needed to address all the changes that will be part of the final MOSAIC rule. Revision of all LSA standards is taking place now based on information the FAA has shared, but newly-approved aircraft like gyroplanes or technologies like electric propulsion may not have completed standards when the rule becomes final. So, these newly-approved aircraft are coming, but there will probably be some time lapse from when the rule becomes final and when compliant designs are available for purchase.

Working Together

LAMA, represented by myself and Roy Beisswenger, had numerous fruitful discussions with FAA. We went to many meetings and made several trips to FAA headquarters in Washington, DC. In most of these meetings we found FAA people interested to advance LSA in the aviation world and interested to hear what changes we wanted. LAMA was satisfied with those discussions and, indeed, FAA incorporated into the proposal every LAMA request. All LAMA’s “asks” are captioned in this article. In the end, we got more than we asked for.

I am pleased discussions continue so we can all learn more about what lies ahead.

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In about one year, FAA may announce their new regulation for Light-Sport Aircraft. This rule, sometimes called MOSAIC, proposes wide changes for the light aircraft segment, including an entirely new term: Light Personal Aircraft (LPA). Here in early summer 2021, new information was discovered that shines additional light on what is ahead. I am privileged to have recent information in which I have very high confidence. While we do not know everything yet — neither does FAA itself — we are getting a clearer picture. Nonetheless, you should remember this is a proposal still in deliberation. It is not a completed regulation. We will know definitely what FAA recommends only when the NPRM (Notice of Proposed Rule Making) is released. My best guess for that is EAA AirVenture Oshkosh 2022 …about one year in the future. The final rule, after assessing all comments, is not expected until the end of 2023.

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Youth In Aviation — Is Aviation in Trouble? Or, Are Kids Finding their Way into the Sky?

By Dan Johnson || May 12, 2021 1 Comment

I don’t believe the line about young people ignoring aviation. Maybe we older pilots don’t see enough action at flight schools, but not all flying happens at major flight centers.

Lots of other avenues are available. For example, EAA has an endowment from the late-aviation philanthropist James Ray that allows the Oshkosh organization to give scholarships for around 100 pilots per year. LAMA is working with EAA right now to add more scholarships; these will be specific to Sport Pilot and must occur in Light-Sport Aircraft. EAA chapters around the country can participate.

Regarding youth coming into aviation, my earlier work shows key numbers. Here’s part of what I wrote…

Most pilots I know think the pilot population is graying quickly and that we may be in danger of running out of pilots. GAMA’s stats say otherwise. The biggest single category may be what you expect with those aged 50-64 counting 179,277 pilots but the surprising second largest segment is close behind. Those aged a young 20-35 years old number 173,396 pilots. The 35-50 cohort is much smaller, perhaps as they are busy raising families and paying for mortgages and college eductions for their kids.

Read the entire article here and learn more.

Welcome New Sport Pilot,
Jatniel Acevedo

For 15 years at Sun ‘n Fun, LAMA has hosted the LSA Mall in Paradise City. Over that decade and a half, it has become a fixture of the Lakeland, Florida airshow — officially on the map visitors receive as a place of interest. LAMA is grateful to Sun ‘n Fun for helping to make this feature possible.

Setting up the LSA Mall takes some extra hands, so LAMA has used various great volunteers over the years. One young fellow joined us a few years back. His name is Jatniel Acevedo and he is the subject of this article, but not because he’s a volunteer, helpful as that has been.

I was introduced to Jat by my wife, Randee Laskewitz, who is essential in the operation of the LSA Mall. We’ve worked together on the Mall for a decade and a half but I have to give credit where it belongs. As I zoom around the grounds collecting great airplane content for you readers, Randee and the volunteers hold down the fort. Jat is a valuable member of the team.

Randee and I have observed him for several years and have come to be very impressed with him and his aviation-oriented family. The video will provide more detail about this lifelong experience in aviation.

Jatniel attends the Central Florida Aerospace Academy across the street from the Florida Air Museum. It has been a key part of the ever-expanding Sun ‘n Fun campus. At this year’s event, Jat had two big announcements.

Jatniel’s first passenger after winning his Sport Pilot certificate was a very important person: MOM! Wanda Acevedo and her pilot husband, Ariel, are the kind of family support vital to Jat’s success in aviation.

He had passed his flight check to become a Sport Pilot. That’s noteworthy by itself. Determination and hard work on his part led to this success but his very supportive family was essential.

In mere weeks, Jat will graduate from CFAA and continue on into college with aviation as his goal.

I’m telling you, folks — if this young man is any example of what’s ahead for aviation in America, all is well. The stories of gloom and doom for aviation are either overblown or just plain wrong.

Jat’s not alone, of course. Many young people around the country — EAA’s flight instruction scholarship winners among them — are pursing aviation. This is only one story but it’s a good one and I am honored to know this young man and wish him all the best as he moves on in his education and then his flying career.

I hope you’ll join me in applauding Jat, other young pilots, plus the mentors, professors, and instructors who have helped these aspiring aviators.

These people are the future of aviation. Dad Ariel and Mom Wanda have good reason to be proud of their son!

Special Thanks!

Troy Townsend — of ITEC Maverick (video) development fame — is a FAA-designated DPE who can help give a check ride to a pilot of a sub-87 knot aircraft.

Ariel Acevedo, Jatniel’s Dad, wanted to express his deep appreciation for CFI Bo Feldman and Designated Pilot Examiner, Troy Townsend of FliteChek.com for their efforts to help Jat earn his Sport Pilot certificate.

“These days, it is kind of hard to find a DPE that is willing to do the check ride in a Light-Sport Aircraft,” Ariel said, “particularly for aircraft that fly under 87 knots. Bo and Troy were a great resource to keep alive Light-Sport Aircraft [that fly] under 87 knots.”

Lots of LSA enthusiasts are not truly aware that FAA makes a distinction between sub-87 knot aircraft and faster ones. Most fixed wing LSA cruise faster.

Yet Quicksilver, Hawk, Kolb, Smithsilver, Challenger, most trikes, all powered parachutes, and many more flying machines operate at speeds below 87 knots or 100 miles an hour.

Jatniel’s Dad, Ariel, got his son started at a tender young age and clearly gave him good guidance and counsel on top of providing a thrill for a young man.

When cross-country speed is not the goal, these sub-87s offer a special joy of flight that is not available to most faster aircraft. You can see the countryside at what I call “human speed.” The terrain slips by slowly enough for you to take in the nature, wildlife, and overall beauty of this world. You can’t do that in a biz jet at 500 miles an hour at 25,000 feet.

However, most CFI or Sport Pilot Instructors are focused on the faster aircraft and lack experience themselves in slower flying aircraft.

That’s why Ariel wanted to thank Bo and Troy and FliteChek.com for their willingness and experience with these slower flying machines. Low and slow has a beauty missed by some but these fellows are a great help. I add my thanks to that of Ariel.

Here’s my interview with Jatniel Acevedo. I hope you will watch it and share it. More young people need to learn this story.

For more information about young people headed toward careers in aviation, I recommend you look into AviNation, a publication focused on this subject by a good friend, Jacob Peed.

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I don’t believe the line about young people ignoring aviation. Maybe we older pilots don’t see enough action at flight schools, but not all flying happens at major flight centers. Lots of other avenues are available. For example, EAA has an endowment from the late-aviation philanthropist James Ray that allows the Oshkosh organization to give scholarships for around 100 pilots per year. LAMA is working with EAA right now to add more scholarships; these will be specific to Sport Pilot and must occur in Light-Sport Aircraft. EAA chapters around the country can participate. Regarding youth coming into aviation, my earlier work shows key numbers. Here’s part of what I wrote… Most pilots I know think the pilot population is graying quickly and that we may be in danger of running out of pilots. GAMA’s stats say otherwise. The biggest single category may be what you expect with those aged 50-64 counting 179,277 pilots but the surprising second largest segment is close behind.

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Sun ‘n Fun 2021 / Reflections 2.0… Powrachute, Gyro Technic, Stick-On Autopilot, Duc Props

By Dan Johnson || May 9, 2021 4 Comments

We continue with further coverage from the first major airshow in almost two years… THANKS to Sun ‘n Fun 2021 for helping present these interesting aircraft and more.

This article has news …about two aircraft in a category I refer to as “alternative aircraft” …about an easily-mounted autopilot you can actually afford …and the success story of a French prop maker now well established in the USA.

Alternative aircraft is my umbrella term for weight shift aircraft (trikes), powered parachutes, gyroplanes, carriage-equipped powered paragliders (not the same as powered parachutes), Light-Sport motorgliders, and Light-Sport Lighter-than-Air flying machines. These unorthodox, not-mainstream aircraft have maintained a steady share of sales; around 100 new such aircraft enter the U.S. market every year.

Counting all types, the “alternative aircraft” sector may account for a quarter or more of all LSA sales. Alternative aircraft have attributes that drive customer inquiries: better affordability and unique flying qualities.

Not interested in alternative aircraft? That’s hardly surprising as most American pilots were trained in conventional, three-axis, tractor-engined aircraft, usually with a control wheel and rudder pedals. Most of those pilots will stick with a familiar configuration and therefore the LSA market caters to that large pilot community. Others yearn for something different or something more affordable.

Looking Further
Sun ‘n Fun 2021

Powrachute Powerhouse — Powered parachutes (PPCs) grew nicely last yet after a dip in 2019 registrations, but nearly all of that came from the Powrachute brand. This Michigan producer — which does significant work for Evolution Trikes and manufactures parts for other producers — nearly doubled its registrations from 2019 to 2020.

From its heyday back in the ’90s, powered parachutes have become a “mature” segment within recreational aviation. You can get a Sport Pilot certificate in a PPC in just 12 hours (assuming an apt student). Cost of a 912-powered rig is less than $40,000 for a well-equipped 100-horsepower Rotax 912-powered Airwolf; the engine alone is nearly half the total, making this machine “affordable.” Even if you are most tuned into fixed-wing flying, those facts may get your attention.

Here’s your cockpit …with a great big view. Pretty simple, huh? Even the joystick is only for taxiing; otherwise you fly with your feet.

Other active PPC developers and producers include SkyRunner and it’s gnarly, large, and “twin-engined” combo powered parachute and ground vehicle; several sales are underway to the U.S. government and military. Infinity Powered Parachutes has also been active at airshows, including last year’s Midwest LSA Expo.

If a $38,000 aircraft with perhaps the broadest viewing platform in aviation catches your interest, how are you going to learn to fly one? As powered parachute manufacturing has matured the training market has tightened …yet gotten better. Roy Beisswenger‘s Easy Flight — which sells the Powrachute line including Airwolf (pictured nearby) — offers a premium course in two locations: Illinois in the summer, or Florida the rest of the year. Roy knows what he’s teaching …heck, he wrote the book on it, a veritable PPC Bible.

For More Info: Powrachute — A video interview with Galen Geigly of Powrachute will follow.

• • • • • • •

Gyro Technic’s VX1 Gyroplane — In the rush to build ever-slicker models, the gyroplane industry has dedicated itself almost exclusively to two-seat aircraft. Some are now side-by-side though much more common is tandem, fore-and-aft seating. Enclosures have become common.

Those older American gyroplanes — think: Bensen Gyrocopter — were nearly all single seaters. Maybe that was best then, when stability was different than today. Then I discovered the VX1 at the Midwest LSA Expo. Hmmm, a modern gyroplane with all the present-day knowledge but in single seat form. Intriguing. It doesn’t look like other modern gyros and the video below will explain.

Lots of buyers want a second seat for a friend or their spouse yet more often than not aircraft are flown solo. A single seat aircraft has some advantages and the pilot can merely enjoy him or herself without have to assure their passenger is comfortable. Single seaters can also cost less partly because they don’t need as much engine.

Combine these attributes with some of the finest, beautifully-accented machine work you’ll ever see and Gyro Technic truly has something in their VX1. Finally, the Minnesota company is rare in that it also makes its own rotor blades and can supply other producers.

For More Info: Gyro Technic — see video below

• • • • • • •

Levil’s Sticky-Backed Autopilot —Ruben Leon, the leader of Levil Aviation, nearly always wears a friendly, excited smile on his face. He also seems to always have some new development of interest and Sun ‘n Fun 2021 proved this theory once again.

Levil Aviation greatly empowered the role of tablets in the cockpit today by pioneering the first iPad-compatible wireless avionics suite in 2009. Today’s iLevil Sport ($795) is a portable unit bringing AHRS, GPS technology, and data recording. Compatible with both iOS and Android, this friendly user device can connect with a wide variety of apps in the market.

You might pair iLevil Sport with ADS-B receiver Astro Link ($599) to have real-time weather and traffic. Link both to your iPad and have a full-fledged panel for less than $2,500 that can compare to panel-mounted digital instruments costing two to ten times more in LSA. Astro Link boasts a low power consumption, has no need for remote antennas, and Levil said, “It captures the weather and traffic information even where other devices won’t reach.”

Carlos of Aircraft Automation (center) shows the Super Eco stick-on autopilot to a prospect.

A few years ago, by collaborating with TruTrak, Levil was a partner in developing the Eco, a simple autopilot that some have called an “anti-servo tab.” This is a simple, carbon fiber, electric tab that can literally (and advisably, to avoid drilling holes) be stuck to your aileron and elevator to produce a low-cost ($2,700) autopilot. The cockpit control for the unit is itself a fairly capable instrument.

“Autopilot HSI AP2000 controls the airplane by the sole use of trimtabs,” said partner Aircraft Automation. “[This] makes it extremely reliable, light, safe and easy to install. It also serves as a nice backup instrument for your EFIS [or iPad].”

“Super Eco is supplied with two model airplane servos, wiring harness, pushrods, and respective trim tabs for the roll and the pitch axis,” said Carlos of Aircraft Automation. “Since Trim Tabs are used for primary control there are no mechanical links with flight controls, pilots can override the trim tabs easily. Control links and cables are free to move with no additional friction since there are no conventional servos installed. The aircraft will be automatically return to trim should the autopilot disconnect.”

For More Info: Levil Aviation

• • • • • • •

Duc Prop Success Story — Industry observers have seen this unfold before. An international company enters the U.S. market but comes to recognize the complexities of a large, mature aviation culture as exists in America. To do it right, you really need true U.S. presence. A few years ago, Duc Hélices set up shop in Sebring, Florida as Duc Propellers USA. Up against many solid players lead by Sensenich providing vigorous competition, Duc has worked hard and it’s working.

Duc took the challenge in hand and found in Gaetan Fouozing (photos) the right manager for the job. The company has gone from sales in the low hundreds of thousands into a low multimillion dollar enterprise. Plus, these days, Gaetan is the man. He does it all.

Of course, he is a sales and service outlet for Duc Hélices. Manufacturing occurs in Frontenas, France. According to Gaetan, the French enterprise is humming at its still-new headquarters with new space and new personnel. Good for Duc!

Of course, think about it. Whatever the powerplant, a prop is needed. Rotax power. Continental power. Viking or Aeromentum power. Electric motor power, single engine, twin engine, multicopter …they all need props (or rotor blades) — and in the case of the multicopters, they’ll need six, eight, 10, or more, a gold mine for a prop maker. Duc also makes rotor blades for gyroplanes and specialized blades for eVTOLs.

To reach all this action in the USA, you gotta be here. Duc is home in America.

For More Info: Duc Propellers USA — A video interview with Gaetan Fouozing of Duc Props USA will follow.

Here are two videos on the Gyro Technic VX1 — an interview with developer Denis Schoemaker plus a fun flying video.

Compress Post ...

We continue with further coverage from the first major airshow in almost two years… THANKS to Sun ‘n Fun 2021 for helping present these interesting aircraft and more. This article has news …about two aircraft in a category I refer to as “alternative aircraft” …about an easily-mounted autopilot you can actually afford …and the success story of a French prop maker now well established in the USA. Alternative aircraft is my umbrella term for weight shift aircraft (trikes), powered parachutes, gyroplanes, carriage-equipped powered paragliders (not the same as powered parachutes), Light-Sport motorgliders, and Light-Sport Lighter-than-Air flying machines. These unorthodox, not-mainstream aircraft have maintained a steady share of sales; around 100 new such aircraft enter the U.S. market every year. Counting all types, the “alternative aircraft” sector may account for a quarter or more of all LSA sales. Alternative aircraft have attributes that drive customer inquiries: better affordability and unique flying qualities.

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Sun ‘n Fun 2021 / Reflections… Skyleader, Luscombe, Rev XS Winner

By Dan Johnson || May 1, 2021 2 Comments

FAA personnel casually (not officially) reported some 70,000 tickets bought on Saturday alone. I have no idea about such numbers historically, but by any measure, that’s a darn fine performance, the equivalent of a major football stadium stuffed full of fans. I am so relieved for Sun ‘n Fun. Inc., and I’m sure my relief is but a drop in the bucket compared to that felt by Team Sun ‘n Fun.

If Oshkosh goes similarly, then I think it will be fair to say recreational aviation is nearly back to normal. Fortunately, in the Year of Fear that may be ending, tons of builders worked on kit airplanes, loads of LSA owners got out and flew their birds, and Part 103 ultralights probably set a record for shipments and kept sport pilots up in the air.

Update on the Part 103 List — The survey of Part 103 producers slowed while I attended and worked Sun ‘n Fun but I’m back on the project. I still need to hear from many manufacturers. If you own a Part 103 aircraft of any kind from any supplier, you can help by asking your producer to respond to my inquiries.

3 Distinctive Aircraft
from Sun ‘n Fun 2021

Now let’s continue our look at airplanes of interest to those seeking light recreational, affordable aircraft. I highlight three aircraft, each quite different in its own way.

—Luscombe is an all-American original. The company now based in Jamestown, New York made an appearance at Sun ‘n Fun 2021. I finally found it in vintage parking. It was well located; this was a genuine vintage example, nicely polished and prepared for the faithful to admire. Meanwhile, the company is taking a measured approach to re-entering the Light-Sport Aircraft market.

Steve Testrake, whom I met in Lakeland, has explained that the newly-reorganized company (see link above) will begin by supplying much-needed replacement parts to the existing Luscombe fleet. As the renewed factory sets up, they will add to the list of components. This effort will be treasured by many Luscombe owners. They love their aircraft like few other models I have ever investigated, making a maintenance-grounded Luscombe agonizing for those enthusiasts. Steve and his team aim to resolve that. Bravo!

Then, he described a plan to go slowly at a return to manufacturing the vintage aircraft as a Special, fully-built LSA. Another bravo, including for taking the time to get it right. Readers should understand getting semi-tractor trailer loads of inventory, tooling, jigs and more will take some time to get set up properly.

It was 14 years ago on the EAA Sport Pilot Tour, not long after the first emergence of Light-Sport Aircraft, when Luscombe won acceptance as a SLSA. That’s when I had my first crack at this much-beloved aircraft. Here’s what I had to say about this storied model from America’s past. This one stands the test of time well flying as wonderfully as I’d always heard. That’s worth another Bravo!

For More Info: Visit Luscombe Aircraft

• • • • • • •

—Skyleader 600 looks familiar to some viewers. It should, though a lack of immediate recognition is understandable.

Early LSA enthusiasts knew this aircraft as the Jhilivan (or Kappa) KP-5. It was one of the first Special LSA to win FAA acceptance; here’s my review of it back in 2006. Then the design went away… for years. It came back once as the refashioned Skyleader, faltered again in America, and is now back with stronger representation.

I recorded a new interview with importer Michael Tomazin and that will follow after editing. Meanwhile, here’s a video review of Skyleader 600 with the former importer.

Michael’s enthusiasm for the aircraft is evident as he talks about the model. Several features are worth observing.

First, entry is over the wing as with all low-wing models but the canopy arrangements is great at least two ways: it slides aft on a carbon fiber-reinforced rail that makes moving the large covering easy. While not intended as a roll bar, the carbon bar does aid entry. A canopy articulated in this fashion is also likely to be more secure in gusty winds.

Once up on the wing, you can simply stand on the floor in front of the seat and sit down. Unlike its predecessor from Kappa, Skyleader 600 has both seats side-by-side; KP-5 had a slimmer cockpit width and staggered the right seat aft a few inches to give more room and a wider view. While the current configuration is more commonplace and will probably please more buyers, I rather liked the staggered seating; it gave the pilot in command great visibility out both sides.

Another nice bit of engineering is the far-extending Fowler-style flaps (nearby photo). This flap construction is more complicated than simple hinged flaps but the Fowler design allows lots more airflow making the surface much more effective. When the flaps extend, the elevator trim automatically adjusts to reduce pitch changes when deploying the large flaps. Of course, this level of sophistication is more costly than simpler constructions.

For More Info: Visit Skyleader North America

• • • • • • •

—Rev XS from Evolution Aircraft, America’s premium trike developer, extends an amazing run starting with the letters “R-E-V.” First, Revo. Then, Rev. Then, Rev X. Then, RevoLT. And now, Rev XS. I don’t recall for sure, but it may be that each of these won an award; they’re that well done.

Amy Mednick poses with her award-winning trike, a Rev XS model she named “Patriot.” photo courtesy Larry Mednick of Evolution Aircraft

So, no surprise that Rev XS won an award at Sun ‘n Fun 2021, except this time with an attractive difference. This winner was built by Amy Mednick. Until a few years ago when Larry and Amy Mednick got married — at Sun ‘n Fun, of course 😎 — you knew her as Amy Saunders. She’s been in this game a while.

Only a couple weeks before Sun ‘n Fun, I heard from her. “I thought you would to know, since I have talked about it for years,” she texted. “I am officially a Weight Shift Control (WSC) Certified Flight Instructor with Private privileges!! …as of this morning,” she added enthusiastically!

Then at the airshow she won the “Outstanding LSA — Trike” award. Indeed, it’s been quite a year for Amy.

I’m not sure I recall ever seeing Amy when she wasn’t smiling but this one-two set of accomplishments really had her beaming. Right behind her was very capable designer and husband, Larry Mednick. His smile was nearly as broad, understandably.

Evolution Aircraft enjoyed a banner year in 2020, despite all the covid anxiety.

It turns out that open-cockpit trike flying was embraced by many last year and Larry noted that the enthusiasm is continuing into 2021. This husband-and-wife team appears set to have another good year in 2021. Contratulations to Amy in particular and Evolution more broadly.

For More Info: Visit Evolution Aircraft

This video reviews the entire Evolution line from last year’s lone airshow, the Midwest LSA Expo:

Rev XS designer Larry Mednick likes E-Props enough to become the importer of this brand, as seen in this unorthodox arrangement of a four-blade propeller.

A Tribute to Mike Collins — One of the most famous photos taken during the 1960s moonshot was this one by Mike Collins, who just died at age 90. His photograph reveals Neil Armstrong and Buzz Aldrin returning from the first steps on the moon, plus the entire planet… meaning everyone alive at the time — except himself. I was a young flight instructor when this monumental event in human history occurred. Like most people, it left a lasting memory on me. Rest in peace, Michael Collins.

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Continuing news from Sun ‘n Fun 2021 is rolling in from across the country. Even while most international enthusiasts were unable to attend because of covid-induced travel restrictions, Americans turned out in strong numbers — and had a great time. FAA personnel casually (not officially) reported some 70,000 tickets bought on Saturday alone. I have no idea about such numbers historically, but by any measure, that’s a darn fine performance, the equivalent of a major football stadium stuffed full of fans. I am so relieved for Sun ‘n Fun. Inc., and I’m sure my relief is but a drop in the bucket compared to that felt by Team Sun ‘n Fun. If Oshkosh goes similarly, then I think it will be fair to say recreational aviation is nearly back to normal. Fortunately, in the Year of Fear that may be ending, tons of builders worked on kit airplanes, loads of LSA owners got out and flew their birds, and Part 103 ultralights probably set a record for shipments and kept sport pilots up in the air.

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Sun ‘n Fun 2021 / Wrap Up — More Airplane News Will Follow, but How Was this Year’s Event?

By Dan Johnson || April 21, 2021 12 Comments

However, while we celebrate Sun ‘n Fun 2021 having a worthy success, aviation is not out of the woods yet.

Just today, I learned that Aero Friedrichshafen has been cancelled for 2021 — after twice changing the dates in the effort to schedule a time that works for vendors and pilots plus assures safety for those attending.

Aero will next be held in 2022. Main organizer Roland Bosch said, “We have to postpone the Summer Edition of Aero 2021. It’s hard, but it is the best solution [given these] circumstances, I think.” Europe remains much more locked down and restricted than the USA — certainly moreso than Florida, which has been open for many months.

Instead, Roland said, “Now, we look straight forward to Aero 2022, which will be held April 27-30.”

Next Airshow:
EAA AirVenture Oshkosh

Even while Sun ‘n Fun 2021 enters the history books, light aircraft news will not stop. How was this year’s event? In a word: successful, in my opinion. I saw a healthy number of vendors — around 80% of 2019’s roster, according to officials.

Big crowds surrounded the four Texas Aircraft Colts in the main display area of Sun ‘n Fun 2021.

I witnessed good crowds that went huge a couple days; Wednesday and Saturday (both days featured the night airshow) were thick with attendees. Main man, John “Lites” Leenhouts said Saturday was the biggest day in their 47-year history.

Fellow aviation journalist Isabel Goyer of Plane & Pilot wrote, “Automated exhibits [were] cool [but] didn’t seem to work. Exhibitions by Textron Aviation and ForeFlight and Jeppesen, among others, were well conceived and executed …and no one seemed to care (had almost no foot traffic), though we celebrate them being there at all.”

After being forced to cancel the 2020 edition of Sun ‘n Fun and taking a massive financial hit from losing those revenues, it was certainly great to see plenty of activity in Lakeland. I’m sure organizers gave an enormous sigh of relief. The total number of paying visitors likely exceeded the number of people that could gather at two of the largest sports stadiums in the USA on popular game days. Good for Sun ‘n Fun!

I have more to report in the days ahead while the pilot and vendor community takes a well-deserved breather before starting preparations to attend The Big Show: Oshkosh.

A sky-watching crowd at EAA AirVenture Oshkosh (vintage file photo).

On that point, EAA had people in Lakeland to observe how things were being handled and how it went. After their own cancellation in 2020, all eyes will now turn to Wisconsin in July and EAA leadership is taking their task very seriously. “We won’t do everything exactly the same as Sun ‘n Fun, Inc.,” said one top official, “but we see how well it is working in Florida and it gives us support and guidance for our event this summer.”

Go EAA AirVenture Oshkosh! I’ve made all my travel arrangements — my first airline flight in almost a year and a half, the longest I can remember going without flying the airlines in decades. I hope to see many of you in July.

Continuing News
from Sun ‘n Fun 2021

—UL Power completed ASTM testing for their engines and expects to offer ASTM approval for their entire line. UL Power — whose North American launch was significantly supported by Zenith in the USA — has been a player for years but has been relegated to Experimental Amateur Built projects. That has been a good way to establish the brand and the Belgium-based company can now start to approach LSA builders with its FADEC-enabled engines. UL Power engines are modern air-cooled, direct drive powerplants favored by those who prefer legacy GA engines because of their more familiar revolutions and lack of liquid-cooling hardware. My interview with Robert Helms will provide more details after editing (be patient).

For more info: UL Power or email Robert Helms

—The electric Aerolite 103 was unnamed at my last report (read here). It has since been named. Welcome to “Aerolite EV-103.” Many more details on all versions of the popular Part 103 aircraft are available on this website. People were clearly excited to see the electric propulsion debut; some placed orders. A ready-to-fly model is about eight months out and a kit is five months, however, U-Fly-It is working with their top dealers to get more of these in-demand aircraft available for the summer flying season.

For more info: Aerolite 103 or email U-Fly-It

—The much-beloved Rotax 503 will not be returning to the market. The Austrian company discontinued the popular two-stroke engine years ago, meaning many who still want one must search among used engines. The good news: many have only a few hundred (or less) hours on them; a good used engine is both a bargain and a worthy powerplant for your light aircraft kit. Now, though, a very similar engine is coming from Russia, of all places. It’s called the RMZ 500. Aviator Paramotor’s Eric Farewell is importing the engine and will make it available to others. When I asked about parts and service Eric said he is stocking the most common elements at his base in Lake Wales, Florida and anticipates being able to help service these new engines. If RMZ 500 is even partly as good as the much-celebrated Rotax 503, I predict more will come into the USA.

For more info: Aviator Paramotor or email the Florida company

—Excalibur has been around for years but developer Tom Karr has never once displayed at Sun ‘n Fun. That changed this year and many saw the aircraft prominently displayed in Paradise City, home to many light aircraft companies at the Lakeland event. Although Excalibur resembles the Challenger line, close observers will find differences. A video to follow will feature Tom discussing points about his aircraft, in production for a quarter century. Excalibur is not available fully built but it is approved by the FAA as a 51% kit. Free for the asking: a 60-minute DVD with flying scenes, construction photos, and more.

For more info: Excalibur Aircraft or email Tom Karr

Crowds were thick by the fence at the edge of the Paradise City turf runway. Nightly STOL competitions started after the main airshow ended, followed by a flock of vendor flying until dark. Here Steve Henry’s screaming Yamaha 300-horsepower Just Highlander blasts off after a ground roll barely longer than the aircraft.

Many vendors I asked were pleased with the turnout and response. As I’ve said for years about smaller sector-specific shows (such as Midwest or DeLand), those who attended were keen to be present and many were ready to buy. Several vendors I asked said they felt somewhat hesitant before the event, yet ended up being pleased they went forward. I gather the same might not have been true for the big companies that mounted virtual displays but sent no human representatives. Ah, well… maybe next year for them.

As time moves on from Sun ‘n Fun 2021 toward Oshkosh 2021, I’ll do my best to keep you informed about all things new in Light-Sport Aircraft, Sport Pilot kit-built aircraft, and Part 103 ultralight aircraft. It’s all we do here and I was pleased to hear from many readers and viewers that they love the content.

Compress Post ...

Everyone has returned home from the first major airshow in too long (other than the wonderful sector-specific event called Midwest LSA Expo). Well… everyone went home except a substantial group of volunteers who stick around for days or even weeks afterward to clean up and prepare for next season. Thanks to all volunteers for their efforts that make these events possible! However, while we celebrate Sun ‘n Fun 2021 having a worthy success, aviation is not out of the woods yet. Just today, I learned that Aero Friedrichshafen has been cancelled for 2021 — after twice changing the dates in the effort to schedule a time that works for vendors and pilots plus assures safety for those attending. Aero will next be held in 2022. Main organizer Roland Bosch said, “We have to postpone the Summer Edition of Aero 2021. It’s hard, but it is the best solution [given these] circumstances, I think.” Europe remains much more locked down and restricted than the USA — certainly moreso than Florida, which has been open for many months.

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Sun ‘n Fun 2021 / Day 4 — Still Great 30 Years Later: Titan Aircraft’s Tornado Comes in Four Flavors

By Dan Johnson || April 17, 2021 9 Comments

Usually, aviation journalists attending airshows seek the latest and greatest in aircraft. We love to find aircraft our readers have never seen and I’ve reported some of those in recent days.

Today, however, I’m going to step back in time to an aircraft model series I have not covered in years.

Titan Aircraft has become well known for their take on the ever-popular P-51 Mustang. In Titan’s case this resulted in the 75%-scale T-51 Mustang. You can read my different-than-usual report on that aircraft in this article.

Yet the longtime Ohio producer also continues to make their dashing Tornado in four varieties. One of those, the SS or Super Stretch model is my focus.

Titan Tornado SS
“Super Stretch”

Tornado started out as a single place aircraft back in the early days of FAA’s Part 103 regulation. That rule came out in fall of 1982 and a few years later, Titan got in the game with their 1+1 Tornado.

Before longtime proprietor John Williams began producing his own design, he manufactured components and sub-asssemblies for another hot ultralight of the day, CGS Aviation’s Hawk. In fact, that model — still in production today and accounting for about 2,500 aircraft — informed John about what he wanted to create with Tornado.

In a video that will follow with a deeper explanation, John told me he loved the Hawk and thought highly of it. Hawk is a construction significantly of gusseted aluminum tubing. This works very well but is somewhat more flexible, “willowy” some might say. It can flex more in the sky and while this is not a structural problem on its own and while a more flexible structure can offload aerodynamic stress, this makes for a somewhat less efficient airfoil. The single place Hawk needed no more, but John believed the heavier two seat Hawk flexed more than he thought was optimal.

To make harder-working wings, John did something rather unusual at the time. He built a cantilevered wing with conventional aluminum structure. The result: that single place aircraft worked great with a 20-foot wing span. When I flew it, the wings seemed so short that I felt I could reach out with my arms and almost touch the tips.

John also noted that the tauter wing structure made the aircraft more responsive in handling. Tornado could and still can do loops and rolls with ease …in experienced hands, of course. I don’t want to encourage anyone to do aerobatics without proper instruction.

All-Metal Airframe

“Tornado I was the first kit that we produced,” said John. “Nearly three decades after it was released, it is revered for its durability and longevity, thanks to its all metal airframe.” He admitted he didn’t know these airplanes would last so long and now finds himself competing with his own aircraft on the used market.

Titan went further on their website. “Combined with Titan Aircraft’s renowned reputation for high quality products, superior aircraft performance, and outstanding customer support, Tornado is sure to provide the pilot and kit builder a very pleasurable experience and a fantastic resale value.”

Obviously, Team Titan is proud of their achievement and, in support of those claims, more than 800 are flying, John reported at Sun ‘n Fun 2021.

“I do spend more time with our T-51 these days but every time I take someone up in Tornado, I always get out with a smile on my face.” As he said the words, his smile broaded with the memory.

In the foreground of this view you see the right aileron spade, a mechanism to lighten handling and increase response. They are very effective but not commonly seen.

Four Tornado Models — The first model, Tornado I, had a jump seat with no aft controls …and not much room for a regular sized person in the aft seat. Customers asked for more room and following the D model, Titan created the Tornado S or “Stretch” model adding two inches of height and three inches of length. Customers wanted even more room, though, so their Super Stretch Tornado added another two inches of height and another three inches of length to make the SS version seen in the accompanying photos. A few inches makes a large difference inside the cabin. All models remain in production today.

“Our kit has an estimated build time of 150-300 hours and includes all required materials, components, and fasteners,” said John. Kits do not include engine, propeller, and instruments leaving that to customer preferences. “Our completion rate is around 90% because the build is fairly quick and easy — and because customers are motivated to get flying,” John added.

“Tornado models combine friendly low-speed handling characteristics with agility and high performance,” Titan observed on their website. Tornado I is designed to a +6g / -4g load limit capability at 750 pounds gross weight. With a Rotax 503 engine, cruise speed is in excess of 95 mph. The stall speed in landing configuration flying solo is 30 mph.

The Tornado SS comes with a longer & taller fuselage, a 33% larger back door, a full-sized rear seat, and has four more inches of headroom over a standard Tornado II. Most use the Rotax 912 100 horsepower engine. The SS kit includes all airframe parts, Matco hydraulic brakes, a 150 mph VNE upgrade, Kevlar aft panels, and extended range 15-gallon fuel tank. Tornadoes feature all aluminum exteriors including wing, ailerons, rudder, full-flying stabilator with 8-foot span electric flaps plus aileron spades (photo).

Priced at $27,000 for the airframe kit in early 2021, you’ll add a similar amount for the 912 engine, if bought new, and you can spend more or less on avionics and paint schemes. Owners have told me they got their Tornado in the air for $60,000-75,000. In today’s world, that qualifies for the “affordable” term. The money buys an energetic, well-handling machine that should last you many years.

TECHNICAL SPECIFICATIONS
Titan Tornado Super Stretch (SS)

Empty Weight — 640 pounds (290 kilograms)
Gross Weight — 1,200 pounds (544 kilograms)
Length — 19 feet 11 inches (6.07 meters)
Height — 6 feet 11 inches (2.11 meters)
Wing Span — 26 feet (7.92 meters)
Wing Area — 120 square feet (11.15 square meters)
Cabin Width — 28.5 inches (0.724 meters)
Cabin Head Room — 43 inches (1.092 meters)
Cabin Leg Room — 43.5 inches (1.105 meters)
Fuel Capacity — 15 U.S. gallons (57 liters)
Engine — Rotax 912 or Jabiru 2200/3300
Power — 80-120 horsepower (60-89 kilowatts)
Never Exceed Speed — 150 miles per hour (241 kilometers per hour)
Cruise Speed — 110-125 miles per hour (177-201 kilometers per hour)
Stall Speed — 40 miles per hour (64 kilometers per hour)
Range — 315-630 statute miles (500-1,000 kilometers)
Climb Rate — 1,600-2,000 feet per minute (8-10 meter per second)
Take Off Run — 250 feet (75 meters)
Landing Roll — 250 feet (75 meters)

Compress Post ...

Usually, aviation journalists attending airshows seek the latest and greatest in aircraft. We love to find aircraft our readers have never seen and I’ve reported some of those in recent days. Today, however, I’m going to step back in time to an aircraft model series I have not covered in years. Titan Aircraft has become well known for their take on the ever-popular P-51 Mustang. In Titan’s case this resulted in the 75%-scale T-51 Mustang. You can read my different-than-usual report on that aircraft in this article. Yet the longtime Ohio producer also continues to make their dashing Tornado in four varieties. One of those, the SS or Super Stretch model is my focus. Titan Tornado SS “Super Stretch” Tornado started out as a single place aircraft back in the early days of FAA’s Part 103 regulation. That rule came out in fall of 1982 and a few years later, Titan got in the game with their 1+1 Tornado.

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Sun ‘n Fun 2021 / Day 3 — The Brazilian Invasion Continues; Montaer MC01 Has Arrived

By Dan Johnson || April 16, 2021 2 Comments

Perhaps you knew years ago that Brazil was an aviation beehive of activity. Since Santos-Dumont early last century, the South American country has been known for aviation.

This millennia, the Brazilians have adapted to Light-Sport Aircraft and ASTM standards, which the country’s CAA accepts (as do several other nations). Not only have they populated the skies over Brazil, but several companies have moved to establish their business in the USA.

Seamax, Super Petrel, the engineering behind the Texas Aircraft Colt, Paradise P-1, Flyer SS …all these are Brazilian designs and except for the last two, all have an active U.S. presence and all have the Brazilian factory as a partner or owner. For the record, this is also how Tecnam and others have handled their American representation. This may not assure success but it does keep the factory deeply involved with their entry to aviation’s largest marketplace.

Now, Welcome Montaer

The first airshow in too long, Sun ‘n Fun 2021 is where Montaer made its formal debut to American pilots. Displayed in Paradise City — Sun ‘n Fun’s main light aircraft area — MC01 jumped out to get your attention in a bright red, white, and black paint job.

Montaer Aeronaves, the Brazilian company name, formed in late 2013 “with the aim of bringing innovation to national aviation.” An engineer who formerly worked with Paradise Aircraft, Bruno de Oliveira leads the company. If you think Montaer looks remarkably like Paradise and the P1NG, you’d be right though Bruno reported he has made “numerous changes and refinements.”

Montaer’s MC01 starts with 4130 molybdenum steel tube “to provide greater safety to the crew.” MC01 is skinned with an aluminum fuselage and wings. These materials are popular with American pilots who are aware they can achieve repairs almost anywhere.

MC01 is powered with the 100 horsepower Rotax 912 that now also offers service not only all over the U.S., but around the world.

Aimed at GA Pilots —Montaer followed the lead of Paradise in using a control configuration that will seem completely familiar to the legions of pilots that have been trained in Cessnas and Pipers.

MC01 has dual control yokes with a steerable nose wheel and dual toe brakes. Although many Sport Pilots say they prefer — or at least have adjusted to — joystick control, many pilots find control yokes preferable. No joystick option is presently available.

However, Montaer has also followed Paradise’s lead by offering hand controls to accommodates pilots who want to fly but have lost the use of their legs. In fact, the very first American purchase of Montaer MC01 is going to such a pilot up near Oshkosh. I’m sure I join many others in congratulating Bruno and Montaer in making arrangements for such people to achieve their dreams of flight.

Features of MC01 — MC01 is well equipped with a 10-inch Garmin G3X Touch screen, a G5 back-up system, GMC 507 autopilot, and a GTX 35R transponder with ADSB out (photo).

Elevator trim controls are provided on both yokes. At the base of the instrument panel pilots will find all circuit breakers and other switches. Throughout this design, you see a layout that most pilots will find familiar and comfortable. All these common controls may help pilots quickly adapt to flying Light-Sport.

Montaer has installed all leather seats, headliner and side panels (photo). The interior fit and finish will please most pilots. Both seats are fully adjustable forward and back allowing, for comfort for tall and short people. These adjustments can be made while sitting in the seat. Yet MC01’s seats do more.

Again similar to Paradise models — which are no longer available in the USA — MC01 has fully-reclining seats. While the company said, “This is important for tall people to adjust the seats for more head space,” it brings additional benefits. For example, if you want to camp in your MC01, the reclining seats can provide a sleeping surface. The aft cabin has sufficient of room to permit this.

Three-Door Configuration

Although Jabiru offers three doors on their J-250 and J-230 series, no other LSA producer offers a full human-entry-sized door aft of the main two doors most Light-Sport Aircraft offer. Paradise has such an arrangement and so does Montaer. However, the two airplanes diverge as Montaer puts the third door on the right side of the aircraft where Paradise was on the left.

That third door pairs nicely with the hand controls. “A large third door allows pilots with the need to carry their wheel chairs,” Montaer noted. While all pilots will applaud the easier access to the spacious baggage area, such access can be the deal maker for a pilot wishing to take his wheel chair along. That is something to celebrate, I believe.

Technical Specifications
Montaer MC01
All specifications provided by the factory

Wing Span — 28 feet 10 inches
Aircraft length — 21 feet
Empty weight — 855 pounds
Useful load — 465 pounds
Fuel Capacity — 37 gallons
Range — 780 miles
Cruise speed — 120 miles per hour
VNE — 137 miles per hour
Stall Speed — 45 miles per hour

Compress Post ...

Perhaps you knew years ago that Brazil was an aviation beehive of activity. Since Santos-Dumont early last century, the South American country has been known for aviation. This millennia, the Brazilians have adapted to Light-Sport Aircraft and ASTM standards, which the country’s CAA accepts (as do several other nations). Not only have they populated the skies over Brazil, but several companies have moved to establish their business in the USA. Seamax, Super Petrel, the engineering behind the Texas Aircraft Colt, Paradise P-1, Flyer SS …all these are Brazilian designs and except for the last two, all have an active U.S. presence and all have the Brazilian factory as a partner or owner. For the record, this is also how Tecnam and others have handled their American representation. This may not assure success but it does keep the factory deeply involved with their entry to aviation’s largest marketplace.

Expand Post ...

Sun ‘n Fun 2021 / Day 2 — Europe’s Speed Demons; Experimental Today But LSA in 2023?

By Dan Johnson || April 15, 2021 20 Comments

As the new reg approaches — and with a giant assumption that it will remain approximately as we’ve been lead to expect — Europeans once again appear likely to seize an early lead.

Today, I am writing about high-speed aircraft with retractable gear and in-flight adjustable props. At Sun ‘n Fun 2021, we saw two such companies exhibiting.

European High-Speeders

From 2004 until the last few years, European aircraft composed the majority of LSA offerings. In the second decade of this millennia, American brands have caught up. I presume we’ll see this again but not right away.

The subjects of today’s post from Lakeland, Florida, VL3 from JMB Aircraft plus Tarragon Aircraft — along with a handful of other designs (see this earlier article on Euro Speed Machines) — are pushing the envelope of thrilling cruise velocities. Regulations in Europe don’t put caps on how fast these aircraft can fly, so the best designers are working hard to outdo one another.

VL3 looks LSA-sized. Indeed, Americans once knew this same airplane as the Gobosh LSA, albeit with fixed gear and prop. Although it lost the sexy winglets, this is a very similar airplane.

Contrarily, Tarragon looks surprisingly large yet reports empty weight of 700-750 pounds. Carbon fiber expands the size-for-weight calculation but some questioned this light a weight from such a large-appearing aircraft. In sharp contrast, all Cub-type LSA weigh considerably more.

JMB’s Ripping-Fast VL3

At Sun ‘n Fun 2021, this Belgium-headquartered company offered their latest, greatest …and fastest model. After installing Rotax‘s potent 915iS and fitted with retract and an adjustable prop, producer JMB Aircraft boasts almost shocking numbers.

JMB Aircraft makes several impressive claims, most significant among them, top speed: 370 kilometers per hour (200 knots!) true air speed at 18,000 feet. This competes well with a Cirrus selling for more than twice as much money (although it lacks the back seats of a SR-series aircraft).

The company also states climb rate at 2,000 feet per minute, a 2,000-kilometer (1,250 statute mile) range and a fairly modest 600-foot takeoff roll. Those are certainly very strong bragging rights, although I am quoting the factory and have not done my own evaluation of these numbers.

All that speed and the larger engine plus a substantial fuel capacity conspire to limit what you can carry.

JMB engineers must have used a shoehorn to get all the 915iS elements inside the nose cowl.

VL3 with the 915iS lists useful load at 529 pounds. Given gross weight at 1,320 pounds and empty weight of 794 pounds with full fuel at 37 gallons, payload calculates to 304 pounds.

JMB has established a strong presence across Europe and they have many loyal customers. In the USA, JMB is represented by Alion Aviation. Their website shows a U.S. price for the 915-powered VL3 at $230,000.

In dollars per knot, that price may be a good value but it is clearly at the upper end of LSA-type aircraft. Naturally, since it has retractable gear and an adjustable prop it is only available as a kit-built airplane until FAA’s new regulation may permit it to be a LSA or LPA (Light Personal Aircraft, a new term tossed on the table just before they went into quiet mode — we don’t know much about what LPA means yet).

JMB reports more than 400 aircraft flying globally.

Large and Deluxe Tarragon

Check this Day Zero Sun ‘n Fun report where you see a clear image of Tarragon before all the exhibitors added their flags and other display items. You may not be able to tell in the photo but Pelegrin Tarragon‘s sleek tandem aircraft looms large. Positioned next door to JMB’s VL3 at Sun ‘n Fun, it seems to tower over it. Yet Tarragon is as light as VL3 thanks to extensive use of carbon fiber.

Of course, such high-tech construction also pushes up the price. Neither of these airplanes are in the range of what I’d call “affordable” for readers of this website. In fact Tarragon is carving out a space near the very top of where LSA are priced. In their booth, I heard staff quote numbers north of $300,000. It’s a breathtaking aircraft with a breathtaking price to match.

In addition, as with VL3, Tarragon must be built and registered as an Experimental Amateur Built aircraft. As this requirement does not exist in Europe, I don’t know how well configured they are to assist builders but the U.S. representatives are likely to handle that. If this aircraft interests you for purchase, you’ll want to talk to the fellows repressenting it in Illinois. Email them or call 309-346-3348 (central U.S. time).

Many high-end European “ultralights” have retractable gear. Tarragon’s gear tucks away out of the windstream.

In the USA, Tarragon is represented by Tarragon USA. They have no separate website, instead leading you to Tarragon in Latvia. To follow American activity on this aircraft, you can follow their Facebook page.

LSA Mall 2021

From the super-speedy to the more sublime. LAMA’s LSA Mall, now in its 15th year at Sun ‘n Fun, has a fresh new exhibit and an equally fresh batch of Light-Sport Aircraft for visitors to admire.

In 2019 and again now in 2021, the LAMA LSA Mall is supported by the DeLand Showcase, which readers should know is the organizer of a light aircraft show at the DeLand airport in November. Like all the others, they were forced to bow to Covid fears and cancelled all efforts to put on an event in 2020. Yet the show returns November 11-13 in 2021 and I hope you’ll considering joining all of us who value this new show …all the more important after Sebring’s LSA Expo closed down in 2019 after 15 years.

On a beautiful evening, almost 200 light aircraft businesspeople attended the DeLand Showcase annual reception. Smiles were plentiful as these vendors enjoyed a return to normalcy and an airshow routine that fuels their enterprise so they can better serve their pilot customers.

Hurray for Sun ‘n Fun for going forward with this keystone event and all best wishes to DeLand Showcase as they gear up for their own event this fall. I’ll be onsite and hope many of you can join us down here in sunny Florida.

Compress Post ...

Think about this: A Rotax-powered aircraft capable of high-speed cruising at 185 miles an hour? That’s pretty fast and some go quite a bit faster …although not in the USA, as Light-Sport Aircraft …not yet anyway. Most readers are aware that FAA will make big changes to the LSA regulation (info also in this video) probably at the end of 2023. The last time LSA regulations were introduced in September of 2004, one geographical region of the world seemed to be ahead of the game. That 15-year-old experience appears ready to repeat. As the new reg approaches — and with a giant assumption that it will remain approximately as we’ve been lead to expect — Europeans once again appear likely to seize an early lead. Today, I am writing about high-speed aircraft with retractable gear and in-flight adjustable props. At Sun ‘n Fun 2021, we saw two such companies exhibiting.

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Sun ‘n Fun 2021 / Day 1 — Charged with Excitement …Battery Electric Aerolite 103 Is Flying Now!

By Dan Johnson || April 14, 2021 15 Comments

U-Fly-It boss Dennis Carley said they are working on a name. For now, I’ll call the new entry the Electric Aerolite 103 and this machine is ready for market. A few customers already offered payments to get in line (more on that below, too) and one man wrote a check for an Electric Aerolite even while he keeps flying his gasoline-powered Aerolite. How’s that for a vendor’s dream?

Are you ready for electric? It’s ready for you!

“Clean and Tidy”

Powered by the sun? Yes, if you have solar collectors on your hangar or house. Whatever the “fuel” source, Electric Aerolite 103 will cost pennies to fly.

You hear that phrase about Aerolite fairly often. A very knowledgeable veteran of the light aircraft business, Scott Severen, spoke of visiting U-Fly-It, producer of the Aerolite. After discovering the production process, Scott came away very impressed with the “efficiency” he witnessed. Space is well used, equipment is properly set up, and staff is well trained and managed to produce these popular machines

The electric installation on Aerolite maintains U-Fly-It’s trademark clean and tidy appearance. The arrangement looks well conceived and executed and with a few minor refinements in hardware to contain the battery packs, the Electric Aerolite is done and will enter production.

Learn and see more about Aerolite in this article (one of the most-read on this entire website).

Part 103 Industry Status

One of the most popular Part 103 ultralights, possibly the market leader, Aerolite 103 is a well proven aircraft with excellent handling, good performance, and most features pilots want, all for a price most can afford.

As most readers know, I am working my way through a list of 58 Part 103 producers to determine the size of the Part 103 industry and its pilot community. I have responses from about a third of those builders and I am determined to chase down every last one to find out how many are produced each year. Today, no one knows this information …NO one knows, not FAA, not member organizations, and guessing about the figures is a matter of speculation and conjecture.

However, I hope to eventually correct this information shortfall and I believe many will be surprised. I am sticking to my prediction that in unit volume, Part 103 deliveries may pass registrations of Special Light-Sport Aircraft. Wouldn’t that be amazing? Whether you know it or not, I am certain Part 103 aircraft sales are more robust than most think and I believe this has been developing for a few years.

Why Do Ultralights Lead in Electric?

I recall a project to make a Cessna 172 fly with electric propulsion. Did you ever hear how that went? No, you didn’t …probably because it didn’t work well. Electric power isn’t the problem. A Skyhawk is not that efficient an airframe and its base weight and payload demand a large collection of weighty batteries.

Here’s the business side of Electric Aerolite. A rather tiny-looking motor is mounted slightly above the wing (where heating has proved to be no problem) with the battery packs occupying space formerly used for gasoline. You see three battery packs in position while the fourth has been removed to show visitors.

Big, heavy battery packs are one of the holdbacks in electric propulsion. Although seeing steady improvement — especially with electric cars being pushed by governments in most economies — batteries remain far behind gasoline in energy density.

Ultralights cope with this weight problem simply by requiring fewer battery packs. A light aircraft doesn’t consume electrical energy as fast to get aloft; climbing is where so much juice is used. In contrast, cruising uses far less energy. You knew that, of course, but in the realm of electric propulsion, this difference becomes critical.

Somewhat offsetting that juice drain is the high torque of electric motors; torque is essential to getting airplanes to altitude.

Making 30 horsepower, electric motors show their super efficiency and delivers comparable performance to gas-powered engines while requiring almost no maintenance.

Another major factor in electric Part 103 ultralights leading the charge is usage patterns.

Aerolite says that how you fly is very important relative to battery capacity. Repeated takeoffs and landing (with climbs to pattern altitude) will drain batteries faster than cruising over the countryside.

Part 103 ultralights are often flown in mornings or evenings for 30 minutes and that’s all the pilot needs to acquire a big grin.

So, lighter weight and shorter flight times — both common features on Part 103 aircraft — makes battery power viable now.

A Few Facts
About Electric Aerolite

You’ll want to ask the factory for the best and latest info but following are a few questions and answers I overheard.

In this view of the battery pack “tray,” you see the prototype version. This will be cleaned up slightly but the method is similar to the way every car battery is carried. A lower tray holds the batteries and a top clamp secures them. Connectors are on the top of the battery packs, well out of harm’s way.

First, you should know that Aerolite 103 is a modest purchase, with gasoline models almost always priced at less than $20,000 in ready-to-fly form. Electric doesn’t change that too much so Aerolite 103 is not only a well-developed aircraft but one you can probably afford (though everyone’s budget is different).

How Long Can You Fly? — Perhaps the most common question is first addressed by talking about how you fly with electric power (see above). But assuming a climb to 700 feet above ground and then cruising at 40-45 miles per hour, two battery packs will last about 30 minutes.

What Is the Maximum Endurance? — While two battery packs are the minimum arrangement (prices below), you can have two, three, or four. If you have four, you can fly for about an hour, again and always dependent on how you operate the powerplant.

Dennis Carley flies a gasoline powered Aerolite for my camera. Compare the gasoline engine and fuel tank to the images above. Also worth noting is Aerolite’s tail volume. A big vertical stabilizer and rudder are reasons why this popular Part 103 ultralight handles so well.

How Much? — Prices change so if you are reading this in later 2021 or afterward, please check with the factory. However, at Sun ‘n Fun 2021, here are some price estimates.

Two battery packs with electric motor, controller, and all mounts and cables lists at $9,750.

A gasoline engine and fuel tank may cost slightly less but not a big difference. Each extra battery pack is $2,550 additional.

When Can You Get One? — Gasoline or powered, as of Sun ‘n Fun 2021, Aerolite is quoting delivery at eight months for ready to fly or five months for a kit. Yes, business is that good! More than one Aerolite a week leaves U-Fly-It. Based on early response at the show, Dennis feels sure that length will increase. To address faster deliveries he is working with three top dealers to help manufacture ready-to-fly models for customers; he’ll supply them with kits. Dealer Rick Hayes told me he has already ordered ten Aerolites in the first quarter of 2021.

Hang onto your headset. Aerolite 103 — already one of the success stories in all of aviation — appears poised to expand their market even further and you benefit through their very affordable prices.

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For years I’ve said that of all aircraft to succeed with battery electric flight, the first truly usable, enjoyable aircraft would be a Part 103 ultralight. I’ll list several reasons below but the aircraft you see in these images is already flying with electric propulsion and you can get on the list now. U-Fly-It boss Dennis Carley said they are working on a name. For now, I’ll call the new entry the Electric Aerolite 103 and this machine is ready for market. A few customers already offered payments to get in line (more on that below, too) and one man wrote a check for an Electric Aerolite even while he keeps flying his gasoline-powered Aerolite. How’s that for a vendor’s dream? Are you ready for electric? It’s ready for you! “Clean and Tidy” You hear that phrase about Aerolite fairly often. A very knowledgeable veteran of the light aircraft business, Scott Severen, spoke of visiting U-Fly-It, producer of the Aerolite.

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Sun ‘n Fun 2021 / Day 0 — Putting On the Shine, Ready for Pilots of All Interests

By Dan Johnson || April 13, 2021 9 Comments

I had previously seen Tarragon at the Aero show in Germany but I’ve not seen one at Sun ‘n Fun before. On green grass and against a brilliant blue sky, this striking aircraft struck quite a pose. With retractable gear (and before the possibly accommodating new LSA regulation is final) you’ll have to build this one as a kit but isn’t she a beauty? Powered by Rotax 9-series engines, Tarragon is reportedly capable of more than 180 miles an hour.

The good news is I saw no damage other than a couple cracked-up guard shacks. No airplane damage was obvious to me. The great news is final setup day was gloriously sunny and exhibit airplanes arrived steadily.

By nightfall on Monday as exhibitors finished their preparations, Sun ‘n Fun was looking good and ready for pilots to descend on the Showgrounds.

How to turn problems into a thing of beauty: Mix two parts Airtime Aviation (father and son Tom Gutmann) with two unfortunate CT aircraft and you get one sweet looking CTsw, the sprightly model that preceded the CTLS. This one, in striking orange with accents shows what truly talented people can do with other people’s mishaps. Two airplanes become one, explaining the “Experimental” label on the door.

Several hands pitched in — thanks loudly to a great group from DeLand Showcase — to turn the LAMA LSA Mall into the regular attraction its become over the last 15 years. A fewer number of airplanes will be shown in the LSA Mall but at least one is a machine you’ve never seen before and others are head turners. Nightly music will be featured. Chairs in the shade are available to witness the nightly STOL competition and evening showcase flying.

Another exhibit I simply could not pass by was Progressive Aerodyne‘s exhibit on the main Sun ‘n Fun display road. With two stunning-red Searays for people to examine, these handsome amphibious seaplanes are sure to draw admiring looks and probably orders. The central Florida company enjoyed a solid 2020 year with both kit-built and fully-built LSA models.

Show-wide, exhibits are reportedly down about 20%, which I consider an excellent recovery from one of the most trying periods of any of our lives. Many people on-site already were telling stories about friends who are too worried about Covid to chance exposure from crowds. Several people spoke about pilots in Canada not being present as usual; Ontario, for one, heightened lockdowns very recently. Foreign visits will surely be off.

This wide shot shows more Texas Aircraft Colts than I’ve ever seen in one place. After having to miss the Midwest show, the Hondo, Texas company geared-up for Sun ‘n Fun. An all-American aircraft with Brazilian design roots. The company is one of the newest players and its business appears to be growing. In the background you see the 2021 event shaping up nicely for opening day tomorrow (April 13th).

Nonetheless… from what I can tell before the front gates open tomorrow (Tuesday April 13th), Sun ‘n Fun staff and volunteers have done a great job of preparing, vendors are ready to talk to pilots, plenty of pretty flying machines are ready to catch your eye, and lots of people are ready to leave 2020 behind and get back to flying fun.

Images with this article feature airplanes that I’ll be going back to see in more detail when their staff is done setting up and ready to talk. I think I’m gonna be busy! ?

Attractively displayed on their stylish checkerboard that reflects off the bottom of this glowing Jabiru J-230D from US Sportplanes and JabiruLSA.com, here’s a company well prepared for the new LSA regulation (a four seat Jabiru has been flying for years) yet this airplane hardly needs to change because it’s been steadily upgraded for years.

G1 certainly resembles the CH-750 but it has its own design history. I interviewed the developer in Europe some years ago but G1 now has representation in North America. A Canadian representative could not get to Sun ‘n Fun so some American associates were able to convince authorities to let them transport this aircraft so you can examine it. Videoman Dave has recently interviewed the importer.[/caption]“]

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Pilots heading to Sun ‘n Fun 2021 had no real idea what to expect. As evening approached on Sunday set-up day, a big black storm cloud rolled over Sun ‘n Fun’s Lakeland Airport campus, blowing guard shacks and plastic bathrooms around like pieces of paper. An omen? Hardly! The next morning… The good news is I saw no damage other than a couple cracked-up guard shacks. No airplane damage was obvious to me. The great news is final setup day was gloriously sunny and exhibit airplanes arrived steadily. By nightfall on Monday as exhibitors finished their preparations, Sun ‘n Fun was looking good and ready for pilots to descend on the Showgrounds. Several hands pitched in — thanks loudly to a great group from DeLand Showcase — to turn the LAMA LSA Mall into the regular attraction its become over the last 15 years. A fewer number of airplanes will be shown in the LSA Mall but at least one is a machine you’ve never seen before and others are head turners.

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Almost Time for the First Airshow in Too Long — Welcome to Sun ‘n Fun 2021!

By Dan Johnson || April 11, 2021 Leave a Comment

Can aviation lead us back toward normal? Globally, governments have ordered their citizens to stay at home and all the rest, as you’ve heard ad naseum. Some places — Florida, as a sunshining example — is more open than others but much of civilization remains restricted. • Article updated… see at bottom —DJ

Again I ask, “Can aviation lead us back toward normal?”

Asking Too Much?

Does it seems too much ask that aviation — numbering somewhere around one million pilots globally plus the industry that supports them — provide the path back to better times? I certainly don’t know the future but we’re about to get a first real test of aviation’s resiliency as Sun ‘n Fun 2021 begins on Tuesday April 13th.

Seamax will display at Sun ‘n Fun 2021 after a solid year continuing to expand their business. At the show next week, they’ll be promoting their new carbon fiber wing (image below), a major design enhancement, following on last year’s IFR model.

Sun ‘n Fun has for years been one of Florida’s largest spectator events so even if attendance is off it still implies a very large gathering.

To offset any perceived risk, Sun ‘n Fun offers several real positives: the show greatly benefits from being much more an outdoor event than an indoors one; those who wish can easily maintain social distance in most locations, visit any vendor, look at lots of airplanes, and see a great airshow; Sun ‘n Fun is following widely-accepted guidance to assure safety for visitors.

Not everyone will chance attending Sun ‘n Fun. Covering all the bases in their usual adroit fashion, Dynon and its sister companies will exhibit inside with a “spaced-out” presence plus offer a “virtual booth” experience that everyone staying home can visit. Dynon said both methods of visiting will present their whole line-up.

Given Florida’s warm conditions, a mostly outdoor venue, and with many attendees already vaccinated, the environment is very welcoming and everyone I know is pulling for Sun ‘n Fun Inc., to log a major success.

If you can attend, BRAVO! Sun ‘n Fun will welcome you with open arms (or at least elbow bumps). All their on-site staff and a small army of volunteers will certainly wave and smile. After all, the show is called “sun” and “fun.”

All Y’all, Come On Down!

For those that cannot attend, I’ll do my best to buzz around continuously looking for interesting stories in light aviation. Although I’ll be working solo while Videoman Dave is not allowed to leave Canada, I will do my best to post here daily if possible.

Montaer makes its first U.S. appearance after sorting out its representation. Launching into the dense U.S. sportplane market is a daunting task but Brazilian manufacturers and designers continue to enlarge their American footprint.

The amazingly energetic and positive Miguel Rosario spreads his wings further as Seamax grows globally. The company’s U.S. operation appears securely grounded and functioning well and he’s got a newly-designed carbon wing.

LAMA’s LSA Mall will exhibit a different look this with a new tent arrangement but presents a group of modern aircraft for review by visitors, including one you’ve never seen. Thanks to the DeLand Showcase for this money-sparing loan of their tent. The association is pleased to be on-site to provide industry support. The LSA Mall venue will also be host to a couple receptions and daily “happy hour” live music, compliments of the Flying Musicians Association. It’s a great place to watch the evening “airshow” as a flurry of light aircraft take to the sky every day after the main airshow ends. See it all — and buy — in the LSA Mall.

Luscombe makes a return to the market. Accepted by FAA as a Special Light-Sport Aircraft some years ago, the iconic brand so loved for its wonderful handling will now be produced in Jamestown, New York, as reported here. One novelty: This is a rare company stating, “Cryptocurrency Accepted.” Grab your Bitcoin wallet and come have a closer look.

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Can aviation lead us back toward normal? Globally, governments have ordered their citizens to stay at home and all the rest, as you’ve heard ad naseum. Some places — Florida, as a sunshining example — is more open than others but much of civilization remains restricted. • Article updated… see at bottom —DJ Again I ask, “Can aviation lead us back toward normal?” Asking Too Much? Does it seems too much ask that aviation — numbering somewhere around one million pilots globally plus the industry that supports them — provide the path back to better times? I certainly don’t know the future but we’re about to get a first real test of aviation’s resiliency as Sun ‘n Fun 2021 begins on Tuesday April 13th. Sun ‘n Fun has for years been one of Florida’s largest spectator events so even if attendance is off it still implies a very large gathering.

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Flying Germany’s Longtime Leader, the Affordable Comco Ikarus C42

By Dan Johnson || April 9, 2021 4 Comments

Yet no one can dispute that C42 — once rebadged as Cyclone for American buyers — has for many years been THE success story in Germany. This southern German company celebrated its 50th anniversary in 2020.

Our favorite British aerojournalist, Dave Unwin is back with another of his imaginatively written and thorough pilot reports. As some of us get ready to head to Sun ‘n Fun 2021, those still unable or unwilling to travel can enjoy this while I gear up for stories from Lakeland, Florida. Enjoy! —DJ

Comco Ikarus C42C

The air is like glass as the C42 accelerates into a winter sky in the United Kingdom. I took this proven, affordably-priced light aircraft aloft to evaluate flight qualities on the newest iteration of the design.

Now in its “C” model configuration, C42 is one of the most successful European microlights (a category between Part 103 ultralights and LSA, but closer to the latter). Comco Ikarus has evolved the machine into a fine airplane.

In England, C42 is sold by The Light Airplane Company (TLAC); boss Paul Hendry-Smith reviewed for me many changes on the newest “C” model.

C42A first flew in 1996 later maturing from C42B to the C, which first appeared in 2015.

More than 1,450 C42s have been delivered, and the type makes up a substantial part of the UK’s microlight fleet. Some have logged more than 8,000 hours.

Note inlet below prop; closed in this view.

Tried and true elements stayed the same. Power is still provided by a 100 horsepower Rotax 912S turning a composite three-blade fixed-pitch Helix prop although the Germany company lists the 80-horsepower version as standard. One easily-noticed difference is that the cowl now features a controllable flap for the air inlet (photo).

Fuel is carried in a single 17.2 U.S. gallon fuel tank made from roto-cast polyethylene located immediately behind the right seat; filling is done via a cap on top of the fuselage. An auxiliary tank is an option, which takes total fuel capacity to 100 liters (26.4 gallons).

The airframe is constructed primarily of aircraft grade aluminum and is covered with non-structural molded composite sections, with all the strength in the large aluminum boom. The fit & finish of the composite panels is excellent. Comco Ikarus have invested heavily in CNC-made molds which produce composite panels to a very high standard.

C42C’s strut-braced wings use tubing spars front and rear but this latest model features a sharper leading edge plus winglets. The airfoil has also changed and with it, an overall drag-reduction program was instigated. C42C now has various panels to reduce drag and wingroot fillets between the fuselage and flaps, which have a slight upward reflex of about negative-5° for higher-speed cruise. Interestingly, the differential ailerons now feature spades, commonly found on aerobatic aircraft to enhance roll response.

Aft of the cockpit there’s a frangible cover which the BRS rocket fires through, and a very large quickly removable panel on the port side, through which the fuel quantity can be seen and a lot of the interior structure visually inspected. The rear baggage bay can hold up to 100 pounds, weight and balance allowing.

C42C’s tail consists of a strut-braced tailplane and separate elevator, a slightly swept-back vertical stabilizer, which carries a broad-chord rudder and a small ventral fin tail bumper. Wings, tail, flaps and control surfaces are all covered in XLAM (a type of sturdy, dimensionally-stable fabric sailcloth) with Tanara Teflon thread (which is impervious to UV light) used for the stitching.

Less obvious changes include a significant revision of the wing structure with more use of carbon fiber. C42C’s cockpit roof has been completely redesigned and the doors are now hung on redesigned hinges.

A sturdy hydro-pneumatic tricycle undercarriage offers nosewheel steering via the rudder pedals and carries Beringer wheels and hydraulic disc brakes. Unusually, the main gear and nosewheel are the same size. All C42C controls work via pushrods, except the rudder which uses cables.

The A model I flew in 2001 had a gross weight of 992 pounds although the design is ready to have its maximum all-up weight increased to 1,235 pounds (very similar to Canada’s Advanced Ultralight category) as soon as the legislation changes.

Big gull-wing doors and low sills make ingress easy to C42C, particularly as the doors are held up by powerful gas struts that are strong enough to allow taxiing with the doors open. Doors cannot be opened in flight but can be removed completely. Doors seal tightly. I did not detect even a slight draft, even at high speed. Neither seat nor pedals adjust.

After fastening my four-point harness, I raised the throttle into its correct position and familiarized myself with the cockpit. Throttles on both sides fold flat to aid ingress and egress.

C42C’s instrument panel is large and could easily carry just about every possible permutation of instrumentation, from very basic analog to the latest Garmin G3X touchscreen, which is an option. The test aircraft has (from left to right) a VSI, ASI and altimeter, with the Kanardia tachometer directly underneath the ASI.

A central column braces the instrument panel and carries push/pull plungers for the choke; cabin heat and carb heat; a transceiver and transponder; and a toggle switch for the intercom. C42C’s fuel selector is located at the base of the central column by the pilot’s right leg; easy to see and reach. Large map pockets are built into the doors.

A center stick features a comfortable foam grip with buttons for electric elevator trim and a bicycle-type brake lever with integral park brake. The large handbrake-type flap lever is set into the roof, in front of a red T-handle for the BRS.

Flying C42C

Taxiing reveals good, well-damped suspension, and the turning circle is acceptable even without differential braking. C42’s Beringer brakes are very powerful.

With my solo loaded weight about 200 pounds below gross, a paved runway, and a brisk headwind, I anticipated a stellar take off and climb characteristics and I was not disappointed! The prop was pitched for cruise but you’d never guess. I reached 1,000 feet above the runway before the airfield boundary.

After shooting the air-to-air photos, the camera ship departed and I took a look at C42C’s general handling. All controls were nicely harmonized and authoritative. The roll rate in particular is much more sprightly than the C42A, while the stick forces felt lower than I remembered, no doubt due to the spades mounted on the ailerons. A short center stick does not provide much mechanical advantage but the spades help. Control around both pitch and yaw axes was equally effective, and keeping the slip-ball centered took only small amounts of rudder. The electric pitch trim is effective and nicely geared.

Moving onto an examination of the stick-free stability around all three axes reveals the directional stability is definitely soft to the left and neutral to the right, while spiral stability is slightly positive from the right and neutral to the left. The longitudinal stability is quite strong; a 10-knot displacement from a trimmed speed of 70 knots resulting in a long wavelength low amplitude phugoid that damped itself out after three lazy oscillations. Importantly, C42C is not divergent around any axes.

Slowing down to explore the slow speed side of the flight envelope revealed no unpleasant traits. As the speed reduced past 60 knots, I moved the flap lever to +2, which lowers the flaps to their maximum of 40° and causes a significant change in pitch trim, although this is easily trimmed out.

With full flaps and a reasonable amount of power C42C showed no desire to stall. At modest stall entry and with the nose just above the horizon, C42C mushed and wallowed while the sink rate increased. No stall warning is provided but you feel a mild aerodynamic buffet. Hold the stick on the backstop and it hunts slightly in pitch while sinking. Adequate aileron control is available post-stall.

When I used a more aggressive technique C42C stalled with a slight wing drop. At test weight, the wing drop came around 32 knots. Performing a departure stall I retracted flaps to the take-off setting of +1 (15°), opened the throttle and pitched up …and up …and up! It feels as if I’m lying on my back before the wing finally gives up and the nose falls through.

Comco Ikarus reports a glide angle of 11:1 (a Cessna 150 is about 9.5:1), while minimum sink rate is around 400 feet per minute.

As I’d anticipated, this C42 is considerably quicker than the earlier models, and because the air is as smooth as glass I was relaxed as the ASI needle slipped into the yellow arc. C42C was still accelerating at 5000 rpm. Top-of-the-green arc is 82 knots at 2,000 feet and 4800 rpm. At about four gallons per hour, you can comfortably plan for 300 nautical miles with a 30-minute reserve. That’s about 25 nautical air miles per gallon.

As I got back to base, I did a few take offs and landing, and for the first time I found the roof-mounted flap lever slightly intrusive; you’re constantly swapping hands. It’s not a big deal, but writers have to complain about something.

Interested in float flying? Comco Ikarus has options for this kind of flying, too.

For a short-field landing trial, I used 48 knots with a hint of power. Over the runway I flared, chopped the throttle and C42C sat straight down. I applied strong braking and quickly stopped.

Going around once more, I was light, had burned off more fuel, and had cold, dense air. Climb was almost 1,400 feet per minute, even more impressive as the prop was pitched for the cruise.

When C42C can go to 1,235 pounds gross, it will boast a useful load of more than 600 pounds. At full fuel payload is more than 500 pounds. This illustrates the value of a light airframe. With eventual gross weight at 1,235 pounds (85 pounds less than nearly every LSA), C42C will have a greater payload than much more costly designs. That and a long history with commendable flight qualities makes C42C a winner.

Base price in England translates to just over $80,000 in early 2021 and the Canada dealer has similar numbers though you should contact them for the latest information. As tested, this C42C was priced at $94,000. Shipping may add another $5,000 so Comco Ikarus’ entry could come in at $90,000-100,000. Interested American should contact Ikarus Flight Centre; featured in the video below.

TECHNICAL SPECIFICATIONS
Comco Ikarus C42C

Length — 21 feet
Height — 7.2 feet
Wing Span — 28.5 feet
Wing Area — 128 square feet
Empty Weight — 500 pounds
Gross Weight — 1,041 pounds (with parachute allowance; weight may increase to 1.235 pounds)
Useful load — 432 pounds (higher when new gross weight is approved)
Wing Loading — 8.14 pounds per square foot
Fuel Capacity — 17 gallons; optional 26 gallons
Never Exceed Speed — 121 knots
Cruise Speed — 100 knots
Stall Speed (best flaps) — 34 knots
Climb Rate — 1,200 feet per minute
Takeoff Roll — 280 feet
Takeoff Over 50 Foot Obstacle — 525 feet
Landing Over 50 Foot Obstacle — 675 feet
Powerplant —Rotax 912S air; liquid-cooled, four cylinder, 100 horsepower at 5800 rpm (an 80 horsepower Rotax 912 is standard equipment)
Propeller — Helix composite three-blade fixed pitch

In this video from four years ago, Comco Ikarus’ North American dealer describes C42.

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Americans have seen Comco Ikarus‘ C42 before. At least three different importers have represented C42 versions to the U.S. market. Today, Germany’s most successful light aircraft is served by a Canada-based dealer, Ikarus Flight Centre. Yet no one can dispute that C42 — once rebadged as Cyclone for American buyers — has for many years been THE success story in Germany. This southern German company celebrated its 50th anniversary in 2020. Our favorite British aerojournalist, Dave Unwin is back with another of his imaginatively written and thorough pilot reports. As some of us get ready to head to Sun ‘n Fun 2021, those still unable or unwilling to travel can enjoy this while I gear up for stories from Lakeland, Florida. Enjoy! —DJ Comco Ikarus C42C The air is like glass as the C42 accelerates into a winter sky in the United Kingdom.

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Ready for Sun ‘n Fun 2021 — Welcome the Newest SLSA: Affordable Aventura Amphibian

By Dan Johnson || April 2, 2021 Leave a Comment

UPDATE 4/3/21: A new video featuring an interview with Aero Adventure’s Alex Rolinski now appears at the bottom of this article. —DJ

Although Aero Adventure has successfully mounted Viking, AeroMomentum, and other engines, their Special Light-Sport Aircraft entry will use a Rotax 912.

Some of these numerous choices may run way past your budget, although a growing number of pilots are learning they can share ownership in one of various ways. Doing so can help you afford what you want yet many pilots enjoy the idea of owning their very own, highly-personal flying machine.

Those who want sole ownership of a seaplane will have to dig deeper into their pocket, sometimes much more deeply. Sadly, for many pilots this eliminates a chance to own a LSA seaplane all by yourself.

One company has been challenging that unaffordable view for many years. In 2021, Aero Adventure has upped the ante even further. Now, this DeLand airport-based company offers a Part 103 ultralight seaplane, a variety of Aventura kit-built aircraft, and (trumpets blare!) now a Special LSA seaplane.

Aventura SLSA
Special Light-Sport Aircraft

You can find more articles about all Aero Adventure‘s Aventura models and even the versions that preceded today’s lineup by checking this link. In a series of articles and videos I have described these airplanes and given info on how they fly, how they are built, and how affordable they are.

Consider this. Even today, in 2021, you can buy a complete Aventura kit for something north of $50,000. While that will be a basic machine and while you’ll spend hours building it — an activity many find highly satisfying — you must put that pricing in perspective.

Go online and look for a seaplane, any seaplane you can find. First, you won’t find many as demand for amphibian versatility has remained strong for decades. Second, even a worn-out legacy GA airplane with an engine approaching overhaul mounted on rather banged-up floats will cost dramatically more than the same airplane on wheels. Really! Go look for yourself; I’ll wait.

Indeed, the most basic kit Aventura can cost little more than fifty grand — for the whole aircraft, engine, boat hull, everything — where floats alone for a Cessna 172, for example, may cost the same.

Of course, a fully-built Light-Sport Aircraft meeting all FAA acceptance requirements will cost more. Aero Adventure — as with every other company selling a Special LSA — must …provide full part tracking in perpetuity …keep all customer records and be prepared to contact them if any safety actions are required …keep many parts separated from components for non-FAA-accepted aircraft (kits), keep up with ASTM standards and assure continuous operational safety monitoring …maintain factory “best practices” involving such detail as a written log of torque-wrench calibrations …and take many other actions intended to ensure these “sanctioned” aircraft remain airworthy machines for their owners. If you think all this is easy, you don’t understand the task.

All that monitoring and mandatory activity costs money and will be reflected in Aventura SLSA’s selling price. However, I’m willing to bet you lunch at my favorite restaurant that this will still be the most reasonably priced aircraft among seaplanes. Care to take the bet?

Aventura SLSA will be offered for sale for the first time at the upcoming Sun ‘n Fun 2021 airshow. I hope you’re planning to attend and if so, I hope you’ll swing by the Aero Adventure display or come to the LSA Mall where a sweet kit-built Aventura will be positioned.

C E L E B R A T E
SLSA Number 155!

Please join me in congratulating Alex Rolinski and his DeLand, Florida team for achieving FAA acceptance of their Aventura two seater. The newest Special LSA now tops our popular SLSA List.

Business partner Alex Gutierrez poses alongside an Aventura II kit.

When FAA was locked down, personnel were not allowed to drive less than one hour to Aero Adventure and this restriction went on for month after month. How exasperating that must have been after working hard to accomplish the many line-item demands of ASTM standards.

Then, exactly as I guessed on the video from a year ago, when FAA arrived, Aero Adventure passed on the first and only visit from auditors. Alex had contracted with SilverLight Aviation to assist with engineering preparations and that obviously went swimmingly.

This handsome Aventura II kit will be on display in the LSA Mall at Sun ‘n Fun 2021.

So, at Sun ‘n Fun 2021, you can see the final edition and you can order one. Not only will you save money over all other SLSA seaplanes but you might get it sooner… though that could change when other pilots become aware of its availability.

Lou Mancuso, famous for selling a gorgeous LSA under the name Bristell USA (among other aviation enterprises he runs), will be the national distributor for Aventura SLSA. He’s been working with the company since the powerful S17 Aventura was announced and he is all-in to continue.

Manufacturer Alex Rolinski (L) poses with national distributor Lou Mancuso (R) in front of the Aventura SLSA.

So, in Lakeland, you can look at these aircraft at Aero Adventure, Bristell USA, plus see one in the LSA Mall. This may be reason alone for you to attend Sun ‘n Fun …yeah, as if you needed another reason to finally go to an airshow!

Want to know how Aventura II flies? In this pilot report, I go into some detail. Now, this was from many years ago. The airplane has significantly changed — for the better — since that report. However, lots of the information is still valid and interested buyers may enjoy hearing some of the history of this long-running aircraft.

Want to know more about the Aventura kit? Here’s a report from four years ago. The same caveat applies, that this aircraft has changed a lot since this article was written in 2017.

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Affordable is a word I often hear as I explore the ever-expanding world of light aircraft. From Part 103 ultralights to kit-built aircraft you can fly with a Sport Pilot license (“Sport Pilot kit”) to fully-built, FAA-accepted Special Light-Sport Aircraft… the number of choices you have is dazzling. UPDATE 4/3/21: A new video featuring an interview with Aero Adventure’s Alex Rolinski now appears at the bottom of this article. —DJ Some of these numerous choices may run way past your budget, although a growing number of pilots are learning they can share ownership in one of various ways. Doing so can help you afford what you want yet many pilots enjoy the idea of owning their very own, highly-personal flying machine. Those who want sole ownership of a seaplane will have to dig deeper into their pocket, sometimes much more deeply. Sadly, for many pilots this eliminates a chance to own a LSA seaplane all by yourself.

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DARling Light Plane (Part 103 Capable) — Coming to America 2?

By Dan Johnson || March 24, 2021 4 Comments

Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I’d bet someone will step up for this opportunity.

“Ho hum,” you yawn. “Don’t we already have lots of Part 103 choices?”

While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don’t all want the same things.

A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced Traubant was an awful vehicle, according to numerous reports. Similarly, a lone brand, or even a few Part 103 ultralights will not satisfy all pilots. Americans in particular are accustomed to an abundance of choices. Fortunately, the 103 industry has more offerings than you probably knew.

Aeroplanes DAR Solo

Earlier I wrote about this European company and its line of light airplanes, which includes the UL, 120, and a two seat model called 23 Duo. This time my focus is solely on Solo in preparation for the coming Part 103 List.

As noted, this company, in very different form and with a military mission, started almost 100 years ago in 1912 as the Bulgarian State Aircraft Workshops. In 1925 the company started producing airplanes under a name employing the letters DAR.

After the fall of communism, Bulgaria in the early 1990s was a place full of hope and enthusiasm. One of those enthusiasts was Tony Ilieff, an engineer working at the Sofia airport. In 1995 he and a small group of engineers started a small ultra-light aircraft company. Tony named the company “Aerolanes DAR,” thus partially reinstating the legendary Bulgarian state aircraft workshops.

Aeroplanes DAR has two Solo varieties. One is called UL for ultralight, but “ultralight” in Europe means something quite different than Part 103 ultralight in the USA. Half of all SLSA started out as European “ultralights” (most commonly meaning 450 kilograms or 992 pounds of gross weight).

Solo UL gives the owner somewhat higher weight — 260 kilograms or 572 pounds gross — that can allow more options. Solo has been designed be a bit heavier than a typical Part 103 entry, but you’ll need an inspection and N-numbers, a pilot certificate, and you’ll have to build it from a kit. Buyers, however, are often attracted to genuine Part 103 models that can be bought ready-to-fly.

Addressing a still-lighter segment of aircraft, Solo 120 got leaner to meet the German 120-kilogram class. As 120 kilograms is 264.5 pounds, this is close to the empty, dry weight of 254 pounds (115 kilograms) as allowed by FAA. With an available parachute, DAR 120 should easily qualify under the American regulation but the company posted on Facebook about a DAR 115 model they say meets Part 103. Another market, Russia, has a similar weight limit.

Interest in Part 103 ultralights has been heating up according to my best information. As I seek to ask every single one of the 58 producers of Part 103-compliant aircraft about their recent sales successes I expect to learn more. Information flowing from Tony is start of what I expect and hope will be many more examples.

Even though I am just getting started with the Par 103 List and my survey of the industry, I am already ready to make a risky prediction, something I rarely do, as my crystal ball does not always turn out to be accurate.

My prediction — We may see more units delivered by the Part 103 industry than all Special LSA registered in the USA over the last year.* I’m willing to bet that would come as a surprise to most pilots, even those who already enjoy a Part 103 ultralight. We’ve had such poor (or no) information for so long, no one really knows the situation. That will change after I make contact with every producer.

Aeroplanes Dar Background

Tony Ilieff Aeroplanes DAR enterprise is located in Bulgaria (Eastern Europe, northwest of Turkey) where he and his team produce a line of ultralight airplanes.

Solo from Aeroplanes DAR is a single-seat, single-engine, high-wing ultra-light airplane. All Solo models are constructed with mixed materials involving aluminum wings and composite airframe. During development Aeroplanes DAR introduced new technologies and unique practices.

“Creating such a light, affordable aircraft required an absolutely new approach to the design,” said Tony. “Combining metal wings and composite airframe was a key to minimizing weight and to have excellent flight performance.” Composite technology gave Ilieff a possibility to integrate different parts; for example, the central fuselage beam and vertical stabilizer are one single part (see nearby drawing).

“Our leader in the lightest category, FAR 103, is DAR Solo,” wrote Tony. “Solo complies with FAR 103 rules.” He reported Solo has been in production since 2008.

“We made several modifications through the years; the Solo we produce now is the fifth generation.”

Other national markets offer light aircraft regulation roughly similar to Part 103 rules: Britain has SSDR for slightly larger (than 103) aircraft and Sub-70 for very light machines. Germany has its 120-Kilogram Class for which the Solo 120 is designed. Russia has an even closer-to-Part-103 variant called the 115-kilogram category. Other nations, including China, Korea, and Brazil, also have variations on the 103 theme. All feature less regulation, which contributes to lower prices of these machines.

“We have discontinued with a Canadian dealer and our sales in USA are still minimal,” said Tony while also noting that four Solo aircraft are presently flying in America. “We are looking for a dealer in USA.”

As reported earlier, prices are good enough that the Canadian dealer offered Solo for only $18,900 — though that is no guarantee prices will remain as they were. However, this figure shows Solo to be affordable to many buyers.

Aeroplanes DAR’s Solo has been certified as a European-style ultralight aircraft by one of the bodies sanctioned by Germany’s LBA (their equivalent of FAA). All three models — Solo 120, Solo UL, and 23 Duo, which functions as a basic trainer — remain in production in 2021.

Solo is powered by engines from Polini featuring a single-cylinder, two-stroke, liquid-cooled, carbureted aircraft powerplant.

On Solo UL, a Thor 250 DS produces 36.5 horsepower through a two-blade wooden prop. For those interested to earn a bit of extra weight, a Galaxy GRS 260 emergency parachute fits this light aircraft well.

The somewhat lighter Solo 120, which meets German 120 kilogram rules, is powered by a Polini Thor 200 EVO producing 28 horsepower through a two blade wooden prop. For the lighter aircraft a Galaxy GRS 240 emergency parachute system is available.

DAR Solo is available with a folding wing to reduce hangar costs. A folding system good for transport should be soon available, the company said. Folding wings allows the pilot to assemble the plane by him or herself and prepare it for flight within 30 minutes. Learn more on Aeroplanes DAR‘s website, presented in English.

While we work on a more polished video, here are some short clips from the factory:

* If you read carefully, I said deliveries of Part 103 ultralights. That will include international deliveries, unless I can find a way to determine only those sold in the USA. Conversely, SLSA registrations is a hard number and only applies to the USA. Therefore, I readily admit I am comparing apples and oranges.

Full Disclosure — After my first article, an owner reported problems with wing construction of an older Solo resulting in a mishap. A comment was approved and appears at the end of that article. I have no official information on the cause of the incident, any construction or design problems, and I do not know the unfortunate owner nor Tony Ilieff personally. However, the company has reported 30 ready-to-fly models are flying and I was unable to find any other accident reports. I do not perceive a problem with Aeroplanes *DAR‘s Solo but readers should consider all useful information and make their own best judgement.***

Compress Post ...

Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I’d bet someone will step up for this opportunity. “Ho hum,” you yawn. “Don’t we already have lots of Part 103 choices?” While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don’t all want the same things. A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced Traubant was an awful vehicle, according to numerous reports. Similarly, a lone brand, or even a few Part 103 ultralights will not satisfy all pilots. Americans in particular are accustomed to an abundance of choices.

Expand Post ...

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