In the early days of Light-Sport Aircraft, a veritable tsunami of flying machines crossed the Atlantic or Pacific to land on American shores. In the earliest days imported aircraft comprised more than two-thirds of all entries on the market and that situation persisted for a few years. Later, American companies — which had been relegated to building kit aircraft due to regulations at the time — joined the growing parade. Today American-made LSA represent better than half of total registrations. Of course, U.S.-based kit-aircraft makers continue to do well as my recent article showed. Fully manufacturing an aircraft is quite a dissimilar business model from manufacturing a complete kit and supporting home builders (arguably the bigger task). Both are demanding enterprises but require different staff, different facilities, and different machinery. Hidden to Visible Although I have been an advocate of Part 103 ultralight vehicles since they first began in 1982, for many years this was something of a sparse, desert landscape with fewer choices than many of us would’ve preferred and almost no news coverage about them.
LSA and Sport Pilot Kits Offer Aircraft Your Way: Factory-Built or Kit-Built
How Healthy Is the Market?
Generally speaking, the leaders from 2019 and 2020 remain in similar positions for 2021 — the second year everyone endured the virus pandemic. While actions to reduce the problems caused upset in many industries, light, recreational, affordable aviation seemed to have prospered surprisingly well.A pair of Icon A5 amphibians in formation.
Who's Leading the Market?
Zenith Aircraft's 751 Cruzer.
Van's Aircraft RV-12 Special or Experimental LSA or Amateur Built.
Progressive Aerodyne's Searey carves a turn on water.
The Light(est) Stuff
Although their numbers are modest, it's good to see Air-Tech and their assumption of all production of the Quicksilver line had good growth in 2021 (up 63% in registered aircraft without including Part 103 unregistered models). The longtime Louisiana supplier of Quicksilver aircraft and accessories took over all rights other than the GT500 and they continue to serve this market well.Quicksilver MX, precursor to the modern Sprint.
Rans Outbound on tundra tires.
Market Observations
Aeropro Aerotrek on big tundra tires.
Barely after we rang in the new year, here’s a review of 2021 market shares and info regarding the state of the light, recreational aircraft industry. After a surprisingly strong 2020 despite Covid, 2021 returned to Earth a bit but with some shifting between categories. This year the contrast that stood out was between Factory-Built and Kit-Built. In 2020, perhaps because builders were locked down at home and completed more projects, kit registrations blew the doors off factory-built. For 2021, the ratio equalized again with kits narrowly edging out factory-built (nearby chart). Note that for this reporting, datastician Steve Beste said, “We define kit-built as aircraft registered as Experimental Amateur Built. Factory-built are everything else, including SLSA, ELSA, Exhibition, Primary, and Standard.” To understand how Steve solves the FAA database mysteries, check this PDF. How Healthy Is the Market? Generally speaking, the leaders from 2019 and 2020 remain in similar positions for 2021 — the second year everyone endured the virus pandemic.
Announcing: Launch of the Part 103 List, a One-of-a-Kind Resource in Affordable Aviation
Let's Review…
Part 103 Ultralight Vehicles are a special category within the FAA regulations. How special? Here's the important points:- These most affordable aircraft need no FAA registration (no N-numbers are needed).
- Part 103 ultralights need no pilot certificate of any kind.
- Because no pilot certificate is needed, no aviation medical is required to fly Part 103.
- The manufacturer can fully build a 103 ultralight or sell in kit form.
- Operating a Part 103 ultralight follows a remarkably simple set of rules (one page, front and back)
The List
- 120 Kilogram Class — Germany, others (120 kilograms is 264.5 pounds; very similar)
- SSDR (Single Seat DeRegulated) and Sub-70 Kilogram — UK, others
- Microlight, and other 103-like regulations — France, various other countries
Gotta Have a Two Seater?
Part 103 is strictly limited to a single seat. Not everyone will be satisfied by that constraint. Many pilots, in order to gain acceptance from their spouse or generally to satisfy a desire for more capability, insist they need two seats.I'll give my opinion because I believe it is quite common; I've asked hundreds of pilots at airshows about this.I enjoy flying solo because what I like best about flying is the great view from aloft, of flying over the countryside and observing things on the ground. Sometimes seeing what I want means banking steeply to have a closer look. I don't do that when I'm concerned about another person in the cockpit with me. I find these flight movements more tolerable (even enjoyable) when I don't have to worry about a person in a second seat.
The Heart of Affordable Aviation
To welcome a brand new year in affordable aviation, I am pleased to announce the launch of our Part 103 List. This new list presents 89 Part 103 entries for models built by 57 manufacturers. [UPDATE 1/18/22 — We made the 103 List even better with the “Model column now leading to info right here on ByDanJohnson.com, when available. Other article changes are shown in red text. —DJ] Too many people believe this is a minor sector with “no fixed wing aircraft that qualify.” They’re wrong; we have 38 fixed wing producers alone. Some others among the general aviation pilot population thought that Part 103 ultralights had disappeared completely. They could not be more wrong. Not only are plenty of Part 103 ultralights being produced, they come in many diverse shapes and plenty of them are being sold. Clearly, it’s about time a list like this one got published to put the record straight!
A Multicopter for the Rest of Us? Part 103 eVTOL Hexa Is Preparing for a U.S. Tour
You can hardly follow any media without finding some article about the latest whizzbang electric propulsion multicopter project that "will transform urban transportation!" Or so they breathlessly exclaim.
Quick Look-Back…
- In November of 2017 — Lift Aircraft founded.
- December 2017 — Design work underway
- July 2018 in Lago Vista, Texas — First unmanned flight
- October 2018 in Lago Vista, Texas — First manned flight
Should You… Support or Object?
As I wrote this article, I knew sharp-eyed readers might (1) question Hexa's weight and (2) accept its weight or not, some would lament this could chance unraveling the almost 40-year-old Part 103 regulation. Now, numerous readers have said for years that the rule needs updating but many others argue that asking for any change might put FAA's least restrictive regulation at risk.Here's how the Part 103 calculations work for Hexa:
- Base empty weight allowance: 254 pounds
- Floats (30 pounds each x 7 floats): 210 pounds
- Ballistic parachute: 24 pounds
- Total allowed: 488 pounds
- Current Hexa empty weight: 432 pounds
- Excess allowance remaining: 56 pounds
Will "the Public" Fly Hexa?
To reassure pilots and everyone else, Lift has put major attention on safety. "Hexa is semi-autonomous so, regardless of what the pilot does, it will only fly in a safe manner within the limits programmed into the autopilot computer," notes Lift as they work to bring flying to the public.Lift is starting their first Vertiport where people can come fly Hexa, a concept that could make a lot of sense.
The following lists highlight some but not all of Lift's plans. The company seems highly focused on safety. That's probably good for their corporate future but also good for the future of anyone who flies Hexa.
Could Lift Aircraft set up rental facilities and how would they guard against problems?
- FAR Part 103 allows rental of aircraft
- Redundant 2-way communication with Control (experts guiding a renter's flight)
- Dedicated controllers monitoring flight telemetry
- Multiple remote pilots on standby
- Assisted preflight and safety briefings
- Emergency assistance and intervention
What happens if a pilot gets in trouble while flying Hexa?
- Flight controlled by computer with joystick input (the pilot does direct the flight, is not just along for the ride)
- "Let go" of stick is a controlled hover
- Automated precision takeoffs and landings
- Automatic low battery Return to Home
- Automatic wind speed, direction adjustments
What are some safety features has Lift incorporated into Hexa?
- Eighteen motors, propellers, and batteries
- Safely land with up to 6 motors disabled
- Highly reliable — only 18 moving parts!
- Propellers out of reach
- Enhanced visibility
- Distributed batteries (away from pilot; located under each motor)
- All critical systems at least 2x redundant
- Design factor of safety — more than 2 everywhere
- 18 separate batteries for fault tolerance
- Batteries located way from pilot (thermal runaway tolerant)
- Safe emergency landing capabilities on water
- Energy-absorbing center float crumple zone
- Whole aircraft air-cushion deploys with low-altitude emergency airframe parachute
You can hardly follow any media without finding some article about the latest whizzbang electric propulsion multicopter project that “will transform urban transportation!” Or so they breathlessly exclaim. Fine. I look forward to going from a downtown hotel to the airport in minutes versus slogging through ground traffic for an hour. Will these arrive in some near future? Maybe. Even if they do arrive sooner than later, would a pilot feel entirely comfortable flying in an autonomous, computer-controlled aircraft? Only you can answer that question. You might get a chance sooner than you think. Whatever you think right now, would you change your mind if you got to fly one of these machines, safely, of course? Since autonomous operation is part of the plan, a current-day Lift Aircraft Hexa could take over any time and land safely on its own. Heck, my ancient (3-year-old) DJI drone can do that, with zero input from me.
Wrapping Up 2021 — News Bits and Expectations for the New Year Ahead
Rotax Power 141 Horses …and
Sometimes the changes are big (iOS 15.0). Sometimes the changes are incremental (iOS 15.2). Significant changes often arrive through small steps forward. News from Rotax Aircraft Engines represents one of those smaller yet valuable updates: more electrical power. Why is this needed? Because, in case you somehow missed this change, cockpits are increasingly electronic. We like keeping our devices charged. Older engines may not supply enough juice for everything.Features of the Rotax 915iS C24 (and the certified 915 ISc C24):
- No added weight
- New extra light 24V converter (max. 150g)
- Enables 24V aircraft board systems
- Supports digital displays and glass cockpit
- Adds reserves for auxiliary instruments, tablets, and gadgets
- Supplies powerbuses with 24 voltages
- 24V power supply delivering up to 800W
- Ample power for most installations
Wave Engine Start; First Flight Scheduled
Speaking of 915iS engines, Vickers Aircraft happily told us that the Wave amphibian first engine start proceeded without issue. If that doesn't seem like much, well… it is. Getting an airframe right for first flight importantly means getting the engine elements right, such as mounting, cooling, plumbing, electric, and more. Team Vickers succeeded (nearby image).Inflation Hikes Prices …but If You Act Soon
We all know a wide range of goods have become more expensive in the last two years. Beyond business changes and closures, inflation has leaped into the forefront of news around the globe. The U.S. has broken 30-year records. Economists report 7 to 10% of currency inflation. Will that affect the prices of aircraft we know and love. Of course, it will.
Dynon in a Bonanza? …and Why that's Good for You
Tie-Down Securely with SafeTAnchor
The humble yet important tie-down anchor. If we had a perfect system, so many variations would not be offered. But if you had to leave your airplane out as a storm rolled in, you'd want a secure connection to old Mother Earth!HAPPY NEW YEAR ‼️
Now that 2021 is historical and following two years of Covid uncertainty and business interruptions, many readers can breathe a sigh of relief for an better 2022. We have two full years remaining before FAA’s Mosaic regulation becomes active. During that time you’ll need to respond to the proposal I predict we will see at Oshkosh 2022 (only seven months away). Until then, what might happen in the world of light aviation? I don’t know any better than you. The future is as unknowable as ever. So many things can happen …who expected Covid-19? With my eye to the sky I’m pleased to start the new year out with some fresh news. Here are five stories to kick off 2022. Rotax Power 141 Horses …and Sometimes the changes are big (iOS 15.0). Sometimes the changes are incremental (iOS 15.2). Significant changes often arrive through small steps forward. News from Rotax Aircraft Engines represents one of those smaller yet valuable updates: more electrical power.
What I’m Flying — Pilot Report on Van’s RV-12
Flying the RV-12
With several dozen hours in an RV-12 I've come to more fully understand why so many pilots are enthusiastic about their RV, the majority of which are not -12s, yet the whole Van's Aircraft line (RV-3 through RV-14) share common characteristics. Among those are sprightly performance and simply marvelous handling.A wing step is partially shown at lower left. You can step down onto the floor before sitting.
The RV series of several models from Van's Aircraft use a similar all-metal construction.
RV-12 captured flying over Sebring Airport during the Expo by extraordinarily talented professional photographer, Jim Koepnick.
Over the years, curious pilots have asked me what aircraft I fly. I’ve had the pleasure to evaluate a great many models; the number crossed 400 a couple years back. My usual quip is that this experience makes me a pilot of many and a master of none. I usually add that anyone with a good number of hours in their own airplane knows far more about it than I do. However, I have gotten to fly a small number of airplanes for a higher number of hours. The most recent such experience is with a Van’s RV-12, because a neighbor of mine at my home airport allows me to enjoy his airplane. It’s a nice arrangement that I value highly; thanks, Joe! I usually avoid identifying what I’m flying for a couple reasons. First, I don’t own a Light-Sport Aircraft because that can get uncomfortable in an industry where I fly one after another to report on them.
Seeking a Higher Altitude — Flight Design’s F2 and Icon’s A5 Go for Certification
Flight Design F2
In early December 2021, Flight Design in Germany announced F2 is now an EASA CS-23 certified aircraft. CS23 is a full-certification system modeled on FAA's Part 23 approval process. Achieving this is a high bar to hurdle.Flight Design F2 images by Jan Fridrich
Icon Aircraft A5
California-based Icon Aircraft wants to expand their international sales and to facilitate that, the company chose to pursue Primary Category approval by FAA. Icon has already achieved SLSA approval; number 137 on our SLSA List.https://youtu.be/ONzOx6tEay4
Rather loudly and persistently I beat the drum about “affordable aircraft,” but readers also enjoy learning about other aircraft. I will never write about jets or multimillion-dollar turbines but I will continue to follow any “light” aircraft that meets LSA parameters now or after the Mosaic rule. In this article I will describe how two aircraft are pursuing conventional certification: Flight Design’s F2-CS23 and Icon’s A5. Contrary to common language, LSA are not “certified.” Instead a manufacturer declares they meet ASTM standards and FAA “accepts” that declaration. Frequently at first, FAA audited producers in a point-by-point check of their declaration plus verifying that producers use generally-accepted best practices in their manufacturing. Companies with prior approvals may not be required to undergo an audit; it’s always FAA’s choice. I’ve been involved with ASTM for many years and I can attest to these standards being very rigorous. They were welcomed by many countries where they are in active use.
Ready to Buy in 2022? What About Factory Support …or Mechanics?
Buyers Without Remorse
John started, "Skyleader 600 looks like a great aircraft. I had actually just noticed this model a couple days ago because there is a used one listed for sale on the Web. As a potential first time buyer, I would be interested to have you address the question of service for these smaller manufacturers.A line of SportCruisers, sold today by Cruiser Aircraft. The model was briefly known as PiperSport.
Light-Sport Aircraft are not simply a U.S. phenomenon. This view shows the interiors of a line of CTLS aircraft built by AeroJones serving the Asia-Pacific market.
What IS Affordable?
Another reader, Dan E., made other comments I frequently hear. He wrote, "The definition of what people consider 'affordable' varies widely." Not only does it vary by every individual; it can change depending on many other circumstances.A vintage Cessna 150 in flight. Thousands are available at modest prices. They could qualify to be flown using a Sport Pilot certificate in 2024.
Lots of Piper Cherokee models are also available. Get a qualified mechanic to look one over carefully before buying; some have "colorful" histories.
Can Anyone Help?
The good news? — After 17 years of Light-Sport Aircraft, a nationwide — even a worldwide — network of aircraft sellers, maintenance centers, flight schools, and builder-assist centers are available. You can can look throughout this website by using our Advanced Search to find them. Keep in mind you may need to travel to find the right airplane or the right mechanic.This is U.S. Sport Planes based in Denton, Texas (DTO). Aviation. Curiously, that's a Kappa KP5 in the front left, the predecessor to the Skyleader that started this article. They are prepping it for a new customer, perhaps you?
The last airshow of 2021 is over. The Christmas holidays are beginning to dominate everyone’s calendar. Yet recreational pilots — being enthusiastic aviators — are thinking about flying in 2022. The Covid pandemic of 2020/2021 appears not to have slowed enjoyment of flying for fun… for most of us anyway. I sincerely regret anyone who suffered during this period but sport aviation has held up surprisingly well. In this article, I will tackle a couple reader questions, the sort I hear all the time. To answer several people with one response, I asked reader John Joyce if I could use his question and name. He consented, so here we go… Buyers Without Remorse John started, “Skyleader 600 looks like a great aircraft. I had actually just noticed this model a couple days ago because there is a used one listed for sale on the Web. As a potential first time buyer, I would be interested to have you address the question of service for these smaller manufacturers.
Affordable Aviation — Can You Find a Budget-Meeting Aircraft for 2022?
DeLand Showcase Midwest LSA Expo and Affordability
First the good news. Yes, you can find affordable aircraft (here is a series of examples). Yes, you can find them at the sector-specific shows that serve the affordable end of aviation. The smaller shows charge a lot less to vendors and this makes it easier for companies building lower-cost aircraft to exhibit.Sprint Lite Gyro
Right at the top of their literature page, seller Blades Over Me wrote "Price: $35,500." Is that affordable? Well, it is one of the lowest cost gyroplanes I've found (along with the Fusion Nano reported earlier in this AirVenture round-up article).Sprint Lite features a robust engine mount to support its 100 horsepower engine.
Aeropup
Fielden Aero showed their Aeropup kit at DeLand 2021 after having reps at Midwest 2021 armed only with literature. I was curious to have a closer look at this Australian entry. American Don Fielden is the U.S. importer and you can look for a video to tell you more when editing is complete (be patient; my video partner will be off his usual fast pace for a few weeks but it will come).Aerolite 103
Charged to Fly?
Ka$h for Float$?
Whatever your budget, I hope you realize I will keep searching at small shows and large ones for aircraft you might be able to afford. Please remember, no matter what I find, that flying machine might fit your budget… or it might not. Only you can know that for sure. Tail winds, everyone!
This website regularly promotes affordable aviation. Can you genuinely find an aircraft you like that is affordable? If so, are the smaller shows — ones I call “sector-specific” — the place to find them? Those two questions come up all the time on ByDanJohnson.com. When you read Flying magazine or AOPA Pilot, the odds are low that readers of this website will find something they can afford. Both titles do a high quality job of covering aviation and I am glad they continue (though Flying is scaling back their print magazine to just four times a year). Yet the aircraft these two periodicals cover are almost never something I can afford; you may feel similarly. The fact is most aviation magazines and the bigger airshows are full of aircraft most of us cannot afford. DeLand Showcase Midwest LSA Expo and Affordability First the good news. Yes, you can find affordable aircraft (here is a series of examples).
Thinking about 2022? — Check Out Skyleader 600, One Deluxe Light-Sport Aircraft
Flight Report Excerpts (from an earlier evaluation)
Skyleader 500 (now 600, with further refinements) is a handsomely-styled, all-metal LSA with a high-visibility cockpit, a high-performance wing with well-regarded Fowler flaps, tough trailing link landing gear, and a 100-horsepower Rotax 912 engine.U.S. representative, Michael Tomazin (outside cockpit) shows a prospect around Skyleader 600 at Sun 'n Fun 2021.
TECHNICAL SPECIFICATIONS Skyleader 600 all data supplied by the manufacturer
- Gross Weight — 1320 pounds / 600 kilograms
- Empty Weight (base equipped) — 705 pounds / 320 kilograms
- Powerplant — Rotax 912 (carbureted); 912iS (fuel injection); 914 (turbocharged)
- Fuel Capacity — 31.8 gallons (198 pounds / 90 kilograms
- Never Exceed Speed (VNE) — 143 knots / 165 miles per hour
- Cruise Speed at 75% power (VC) — 122 knots / 137 miles per hour
- Maneuvering Speed (VA) — 78 knots / 90 miles per hour
- Stall Speed, clean (VS1) ∏— 39 knots / 44 miles per hour
- Stall speed, best flaps (VS0) — 33 knots / 37 miles per hour
- Endurance — 8.5 hours with 30-minute reserve
- Max Range — 860 nautical miles / 1,000 statute mile
- Takeoff Distance — 820 feet
- Takeoff Roll — 330 feet
- Landing Area — 127.5 square feet
- Cabin Width — 4 feet 2 inches For metric measurements and other information, go to this link
You’ve seen this airplane before but recreational flying enthusiasts with a good memory may ask, “Hmm, that looks a lot like an older LSA …what is it?” Those LSA veterans may be recalling Kappa KP5, one of the earliest entries on our SLSA List (#9). It was originally sold under the European brand name Jihlavan and that challenging name for Americans may be a good reason the Czech producer changed to the better marketing name, Skyleader. For the last few years, Skyleader has been represented by Michael Tomazin doing business as Skyleader North America. I caught up with Michael at Sun ‘n Fun 2021. He had flown the aircraft clear across the U.S. as he is based on the west coast, in Madera, California. You can hear his description of that jaunt in the video below. In the interview, Michael also provides other desirable features of the Skyleader 600.
LSA Seaplanes — Sophisticated New Entries or Established, Proven, Affordable Aircraft?
Vickers Aircraft's Wave nears completion as a December 10th, 2021 target date for first flight approaches.
This image from Seamax makes the joy of flying LSA seaplanes obvious. Who couldn't love this?
Sometimes called a "strongback," this elaborate structure built to test Wave's wings may look decorative, even fanciful before they install the aircraft wings for testing, but it represents a serious work effort, all done in-house.
Wave's engine nacelle has a modern, aerodynamic, efficient shape.
Vickers accommodated the elements of a Rotax 915iS in this aft center section view.
More and More LSA Seaplanes…
Some wonderful projects that have not yet seen the light of market include the following designs. Are they gone forever? No, because the intellectual property remains available. A well-considered design may not find funding or might be too far in front of the market. Bad decision making or plain old bad luck also thins the field. Yet we have many times in aviation seen a design revived, sometimes successfully, sometimes not. No one ever said this was easy. Of these Fab Four, Xcursion has advanced the most and appears to be a marketable product. The others? I'm hopeful but no longer holding my breath for their arrival to market.Top Left: Lisa Akoya acquired investment from China but no further announcements have been received. ••• Top right: The impressive MVP from Minnesota; funding proved inadequate to allow continued development. ••• Bottom left: P2 Xcursion from Equator, a hybrid-electric seaplane entry from Norway. This model continues to market. ••• Bottom right: An Asia-Pacific entry that has not been further promoted. ••• These are but four entries. Several more have been proposed; some have been the subject of articles on ByDanJohnson.com.
Partial List of LSA Seaplanes Reported:
- Chip Erwin‘s Mermaid … first approved seaplane — SLSA #15
- Freedom from Spain … with long motorglider wings — SLSA #44
- SeaMax from Brazil … compact, fast, and a light handling — SLSA #63
- Searey from USA … FAA accepted the day it was audited, a first! — SLSA #129
- Super Petrel from Brazil … a highly developed biwing — SLSA #134
- Icon’s A5 from USA … the original “wow” creation among LSA seaplanes SLSA #137
- Lisa Akoya from France … smooth and expensive, but more “wow”
- MVP.aero’s Most Versatile Plane from USA … a huge splash at AirVenture 2014
- Vickers Wave from New Zealand … powerful and feature laden design
- ATOL from Norway … well proven wood structure, freshly redesigned
UPDATE 11/28/21 — Vickers Aircraft sent fresh images and additional comments. See ••• below. —DJ Excitement is in the air, even as the season wraps up activity here in the USA. Remember, while winter approaches for Americans, summer is coming to New Zealand. That might explain an information deficit of late from LSA seaplane developer, Vickers Aircraft. People have been asking questions and reports have become infrequent. Uh, oh…! Fortunately, the quiet period appears to have a good explanation. Received November 24th, 2021 — “Hi Dan. Sorry (for a delayed response),” wrote Paul Vickers. “We are pushing very hard for a 10 December first flight. We are structurally testing the wing today.” Often called a “strongback,” Paul refers to the I-beam steel testing jig seen in the nearby photo. “This was custom designed and manufactured by our Wave team,” he added proudly. ••• “Wave is not just another LSA,” clarified Paul in follow-up email.
Ending 2021 — Beginning 2022… What’s Behind and What’s Ahead?
Vashon's Ranger continues to add customers, some of whom have applied fancy decal art to their fuselages.
John "Lites" Leenhouts is retiring after a busy decade of leadership of Sun 'n Fun.
By the Numbers
Regular readers (thank you!) know I have been reporting the industry is performing quite well for pilots. New airplanes continue to arrive. Popular models are being produced and delivered. Most importantly, pilots probably increased their flying activity over the last couple years… very different to much of society, which has been cautious about pursuing their normal activities.Titan's T-51 Mustang (video) replica taxies for a demo flight at DeLand Showcase 2021.
SilverLight Aviation has creatively installed Rotax’s 915iS in their AR-1 gyroplane.
Christmas Gift?
Check out more of Dave Unwin's work.
With the DeLand Showcase 2021 ended, we have officially wrapped up the airshow season for 2021. In retrospect, 2021 improved on surprisingly good results for 2020. Pilots are buying and flying — great! — while producers are maintaining or growing; both are good outcomes we can celebrate. While much of America and the world were topsy turvy over the pandemic and the sweeping mandates placed on individuals and businesses, Light-Sport Aircraft fared reasonably well. Translation: sales held roughly steady despite Covid fear and talk of FAA regulation change hanging in the air. The Sport Pilot kit market and Part 103 ultralights had nothing short of a banner year …and all that was 2020! In 2021, the recreational flying community experienced an ongoing positive trend, but we can happily add into the mix a successful restart to the airshow calendar, lead by our friends at Sun ‘n Fun. From spring through fall, SnF was followed by AirVenture — both stronger than many expected after 2020’s enterprise-threatening cancellations.
FAA’s MOSAIC Regulation for LSA and More — Here’s the Latest End-of-2021 Update
Let's Review…
Below you will see an information-packed slide that was shown as part of a presentation from FAA. The slide is only one of several FAA presented but this one has so much detail that it is worth reviewing again. Discussing this slide before the group at DeLand, I pointed out a few things in the video, such as:- Will LSA gain additional capabilities such as weight, speed, capacity, extra seats, retractable gear, in-flight adjustable props and more? Which of the new aircraft will Sport Pilots be allowed to fly? Answers are hinted but another division inside FAA called Flight Standards will decide.
- "Rotorcraft" will be included. This suggests gyroplanes — finally to be approved as fully-built aircraft — but the term rotorcraft can imply accommodations for helicopters, too.
- Aircraft that have received weight exemptions should no longer have to rely on exemptions. Those increased weights may now be incorporated into the regulation so the exemptions (intended as a short-term fix) can be ended.
- New powerplant options will arrive in concert with the capabilities mentioned above.
- A homebuilt sector with "greater range" is expected and with that a formalization of the professional build center concept that has been ongoing for some time.
- The Big One — All these changes are subject to a mantra: Keep Light-Sport Aircraft "light and docile." What does that mean, exactly? In the video I touched on this several times. FAA wants industry and the flying community to define this. That means extra work for ASTM volunteers but permits us, the recreational flying community, to make decisions.
In the talk I often referred to the "training problem" and "LODAs," or Letters of Deviation Authority. For more on this subject, have a look at this article with video created by my advocacy partner, Roy Beisswenger, or this earlier report as the problem emerged.
At the season-ending DeLand Showcase 2021, I gave a keynote address on Saturday attended by airplane owners and sellers. This is a slightly more condensed version of the talk I gave at the Midwest LSA Expo. Even if you’ve seen that video — part of this article, or seen on Dave Loveman’s YouTube channel — this one covers the material in a different way. Since the video below is only 35 minutes, this one can get you up-to-date quicker than the other, hour-long videos I’ve done on this important topic. Every time I post about this subject, interest has been very strong, so going over the material again is worthwhile. At the end you’ll hear questions from the audience that are the same as I hear over and again — training questions, inquiries about speed increases, and questions about whether a Sport Pilot can fly general aviation airplanes.
Ion Aircraft Takes Off — Twin-Boom Tail Tandem, Light-Sport Aircraft or Experimental
Ion and Gaea Capital
"Gaea Capital [is pleased to] announce the completion of the acquisition of Ion Aircraft Corporation," the company wrote.Ion Aircraft TECHNICAL SPECIFICATIONS all specifications provided by the manufacturer
- Length — 24 feet (7.32 meters)
- Wingspan — 32 feet 6 inches (9.91 meters)
- Height — 6 feet 5 inches (1.96 meters)
- Fuel Capacity — 120 pounds (54 kilograms)
- Useful Load — 552 pounds (251 kilograms)
- Powerplant — Rotax 912ULS
- Propeller — 3-blade Warp Drive carbon fiber pusher
- Maximum Cruise Speed — 132 knots or 152 miles per hour (244 kilometers per hour) at 75% power*
- Stall Speed (best flaps) — 37 knots or 43 miles per hour (69 kilometers per hour)
- G Limits — +4.4 –2.2
- Rate of Climb (maximum at sea level) — 1,610 feet per minute (8.2 meters per second)
- Take-off Run — 500 feet (153 meters)
- Takeoff Ground Roll — 500 feet (153 meters)
* This cruise speed is presently only permitted on Experimental Ion aircraft, which the developers expected to supply.
A few years back at EAA AirVenture Oshkosh, I discovered a good-looking design but I did not see it each year. When I talked to developer Steve Martin, the project appeared interesting but it was not complete (at that time). The next year, I’d look for Ion Aircraft and might not find them. Such is the nature of developing a small aircraft. Most aircraft buyers have little idea about the million and one things that must come together to create a design. Once the aircraft has proven itself, the challenge starts anew to put a completed model into production. Usually financing becomes an obstacle to clear. I’ve faced this scenario myself — with a motorglider called Cumulus back in the 1990s — so I can confirm this is no easy task. Nonetheless, I was pleased to receive a notice that Ion found a buyer for the project, a venture capital company at that.
Big Producer of Small Engines — Rotax Reaches a Major Production Benchmark
Big and Bigger
Most pilots are very aware BRP-Rotax is a big company with many products. Aircraft engines — the assembly of which remains a prized job within the Austrian company — make up a modest part of this sprawling industrial operation. The aviation division benefits greatly from its association with the larger enterprise.Nonetheless, the sum of all aircraft ever built would still total less than two million units.To put that figure in perspective, a single model of automobile can build that many units in a couple years. Volkswagen alone has built more than 20 million Beetles. Ford has shipped more than 35 million F-series pickup trucks. Toyota has delivered more than 50 million Corollas.
Our World of Engines
When Rotax can celebrate 10 million engines produced, all pilots know these are mostly for other vehicles yet the family of engines certainly includes aviation and Rotax is rightly proud of their achievements lifting airplanes into sky.Two decades into the new millennia, few aviation companies can claim impressive growth. In two decades, one company that everyone now recognizes as a climber is Cirrus Design and their successful SR-series of general aviation aircraft. Back in 1998 many pilots were doubtful about Cirrus. I was close to the company during these years. Over and over I heard statements such as: “They’ll never complete the design.” “They’ll never get FAA to approve it (especially with that parachute on board).” “They’ll never raise the money to produce it.” “They’ll never get production to a profitable level.” “They’ll never develop beyond a single model.” Those doubters were wrong on all counts. Only a few years earlier, in 1992, Americans got their first glimpse of the 9-series Rotax engine. At the time, many aviation mechanics dismissed it as “…just a snowmobile engine.” They also turned out to be wrong. Starting with their lightweight, advanced-technology, liquid-cooled, 80-horsepower engine, Rotax developed a line of powerplants and went on to dominate the light aircraft aircraft market globally.
Brazil’s Montaer MC01 Rises to a Need: Hand Controls to Let All Pilots Fly
Montaer's MC01 Fitted with Hand Controls
As the nearby photos show, Montaer Aeronaves has quite an eye for finish work and their adaptation of hand controls reflects this attention to detail. This is one man's ambition mated to particularly useful prior experience.BRAVO!
Over many years, many people have done solid work to accommodate people who are physically challenged in one way or another. That’s great! More opportunities to bring in motivated pilots is worthwhile. Yet designers have been hampered from making such changes, partly as they are burdened by a certification system that is simply too rigid to make the effort of approval worth it for small numbers of specially-equipped aircraft. Cars, hotel rooms, curb construction, building ramps, smartphones, and more …all accommodate persons with disabilities. That’s wonderful, however… All those arrangements that make life easier for someone in a wheelchair must nonetheless cope with strenuous regulatory demands. Cars, hotels, and smartphones are created by vastly larger enterprises with staff to handle regulatory burdens. In the more intimate world of recreational aviation, the industry is composed of much smaller enterprises. A lighter regulatory hand (using ASTM standards instead of full FAA certification) allows easier airframe customization for specific purposes — such as hand control fittings and linkages — and this system allows changes on a dramatically faster schedule.
SW-51 is Shipping Quick-Build Kits — Create Your Ultimate Mustang with Incredible Detail
When It Looks This Good!
You can follow my previous reporting of this superlative development in other articles:- SW-51 Production Model First Flight (2021)
- SW-51 Kit Introduced (2019)
- SW-51 ScaleWings Takes Over (2018)
- SW-51 Makes Maiden Flight (2014)
Quick(er) Build Kit
In October 2021, Sebastian Glueck, formerly with TQ avionics observed, "After TQ reduced their efforts to become a market player in the U.S. — and after the Corona pandemic interrupted many activities — I joined ScaleWings and we are pushing to bring this one-of-a-kind kit to the market."- Fuselage
- Center wing
- Outer wings
- Stabilizer
- Control surfaces and system
- Electrical retractable landing gear
- Seats (leather, front and back)
- Fuel system (two 13-gallon wing tanks)
North American’s World War II-era P-51 Mustang has consistently won polls of pilots asking to identify their favorite aircraft. You may love your LSA or Sport Pilot kit or an ultralight aircraft, but nearly all pilots occasionally dream of owning — or at least flying — a P-51 Mustang. Let’s face it. You probably can’t afford to buy one and it’s almost certain you don’t have the budget to maintain it and fly it. The fuel bill alone for an hour’s flying will make you gasp. So, what do you do if you have a Walter Mitty-esque urge to own and fly a P-51 but you don’t have a couple million laying around unused? Why not build your own? When It Looks This Good! You can follow my previous reporting of this superlative development in other articles: SW-51 Production Model First Flight (2021) SW-51 Kit Introduced (2019) SW-51 ScaleWings Takes Over (2018) SW-51 Makes Maiden Flight (2014) As you see from the timeline above, it has taken a while for the twists and turns of development to unravel themselves.
Affordable and Familiar — Well-Established Excalibur Continues to Please Customers
Excalibur’s Edge
Developer Tom Karr (in hat) speaks to a prospective customer at Sun ‘n Fun 2021.
Big wide doors and a low side rail height make entry to Excalibur easy.
FAA Approved Kit
With that many Excalibur kits shipped, you could guess that many of them made it into the air because build time is quoted at only 150 hours. No critical dwelling is required; the factory takes care of all the precision tasks. It can go quickly. “You can build and cover a wing in a day,” Tom gave as an example, although time to accomplish tasks will depend on prior experience and mechanical aptitude.Yes, Excalibur Looks Familiar
Do you look at Excalibur and see a Challenger from Quad City Ultralights? Yes, similarities certainly exist but Tom Karr assures you that they are much different. Of course, this is common in aviation. Look how many varieties followed Dean Wilson's first Avid Flyer… which led to Kitfox, Aeropro, ApolloFox, and other variations on the theme.- Our engine is right side up, their’s is upside down.
- We can use a larger 68-inch prop. The largest prop they swing is 60 inches. We use Hirth’s own gearbox that has no side-loading. Challengers commonly use an aftermarket belt drive.
- Our engine sits right in the airstream and gets lots of air to run cooler. Challenger’s hangs down behind the fuselage where the airflow is more restricted to the engine since the fuselage is in the way.
- We have the Excalibur Shock-Cord™ landing gear, not a rigid system like theirs.
- We have a larger vertical stabilizer.
- We have a larger rudder.
- We have shorter ailerons with the same responsiveness — 8 feet versus their 15-foot ailerons.
- We have a torque tube flight control system, utilizing push-pull rods. They use cables and pulleys.
- We feature aircraft grade streamlined aluminum struts.
- We have a smaller nosecone for better forward visibility.
- We have widened the backseat so both passengers have the same degree of comfort.
- We have stretched the fuselage from the back seat forward to give both passengers the same amount of leg room, and it helps maintain center of gravity.
Video Updated 10/25/21 — See at bottom for a video recorded at Sun ‘n Fun 2021… —DJ Ever in search of recreational aircraft pilots can afford, I had a closer look at Excalibur’s display at Sun ‘n Fun 2021. I’ll excuse you for thinking this is a Quad City Challenger. It’s not. I’ll also excuse you if you never saw this aircraft before. Developer Tom Karr has been building Excalibur for 25 years, nonetheless, Sun ‘n Fun 2021 was his first time displaying at the season-starting event. Excalibur’s Edge In his effort to differentiate his Excalibur kit aircraft from similar looking models, Tom made numerous changes, for example: He uses all push-pull tubes to control surfaces, not cables. The tandem seater has a “wide-body” cockpit that should fit more Americans. Shock cord suspension and a spring-loaded nosewheel make for soft, well-supported landings. Instead of flaperons, Tom uses discreet flaps.
Let’s Get High… Really High, OK? Exploring the “Upper Atmosphere” in a Pipistrel Motorglider
Riding the Wave
Some years back I flew with Pipistrel dealer, Robert Mudd, to more than 17,000 feet. Conditions would have allowed us to soar even higher but at Flight Level 180, you enter Class A airspace and we were not prepared for that. Lift was abundant, though, so we had to go find sinking air to stay out of controlled space.Knowing about waves can help you better negotiate mountain flying.
TECHNICAL SPECIFICATIONS Pipistrel Sinus LSA Motorglider
- Wingspan — 49 feet, 1.5 inches
- Wing Area — 132 square feet
- Length — 24 feet, 1 inch
- Height — 6 feet
- Maximum Takeoff Weight — 1,213 pounds
- Standard Empty Weight — 644 pounds (typical weight 661 pounds)
- Useful Load — 569 pounds
- Payload (with full fuel) — 471 pounds
- Stall Speed (best flaps) — 35 knots
- Maneuvering Speed — 76 knots
- Maximum Rate of Climb — 1,063 feet per minutes at 62 knots
- Minimum Sink Rate (a key soaring term) — 217 feet per minute
- Takeoff Ground Roll — 433 feet
- Glide Ratio — 27:1
- Power Cruise — 110 to 115 knot with 80 horsepower Rotax 912
- Fuel Capacity — 15.9 gallons
- Fuel in optional long-range tanks — 24. 6 gallons
- Fuel Consumption — 3.1 gallons per hour at 110 knots
- Configuration — Available in tail dragger or nosewheel
- Endurance — up to 7.5 hours
- Maximum Range — 850 nautical miles
- Propeller — Feathering propeller option (approved for LSA motorgliders)
- Cockpit Width — 44 inches
- Baggage — 55 pounds capacity with external access option
Probably like a lot of you, I enjoy different kinds of flying but if asked to state one favorite, it’s an easy question to answer. I’m a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I’m still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It’s mesmerizing to observe the ground fall away as you are propelled higher and higher. You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions.
A Tale of Two Hawks; Proven & Affordable; One Makes Part 103
Today the manufacturing of CGS's Hawk line falls to two entities after the brand's most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him.
Bringing Hawk in to the New Millennia
After Terry Short elected not to go it alone, he accepted the Santom's offer and they have been working for four years to develop the single-place Hawk line. They've done reasonably well with it, delivering parts to help many vintage Hawks continue flying and also building new aircraft, more than a couple dozen of them, and the future looks solid. Bob sounds realistic about business prospects and has built his enterprise to conservative expectations, so it should last a long time.Hawk Affordability
The basic kit price is $12,500. Most airplane kits then require you to deal with covering, which adds significant expense but more importantly, lots of labor. In fact when you're done covering, you've got to paint and most sub that work out because painting is something of an artform.This image of a two-seat Hawk in bare bones fuselage (very similar to the single seaters) gives an idea how the components work together.
Since Chuck Slusarczyk’s first Hawk won Best New Design at Sun ‘n Fun in the spring of 1982 — the same year Part 103 was released — this affordable series of models has continued to increase its flock of smiling owners. Today around 2,500 Hawks of all varieties are flying. By my benchmark, that number separates lesser brands from those that achieve genuine market penetration. Today the manufacturing of CGS’s Hawk line falls to two entities after the brand’s most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him. In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft.
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