Tucano 915 Kit Aircraft: Serious Engine, Serious Airframe, …Seriously Fun!

By Dan Johnson || February 9, 2020 4 Comments (Edit)

Copperstate is proving to be as valuable for the collection of Video Pilot Reports as Midwest and DeLand. We are reporting from the new and improved show for the second year in a row, and it's looking good for Copperstate to earn a new, regular slot on our show calendar. Some very positive developments were discussed though it's far too soon to write about them. This year, attendees could hit 30,000 for the city-sponsored event (see this article for more about Copperstate linking up with Buckeye Air Fair). Still, focused shows like those above allow more time and friendlier ground operations to permit us to capture a couple VPRs a day. Pilots who attend also realize they can more thoroughly investigate a new (or new-to-them) LSA or Sport Pilot kit because the vendor is not always swamped. At the smaller shows it's far easier to take a demo flight. Let's get started with a powerful aircraft…

Flying Legends Tucano …with Rotax 915iS

Just one year ago, I flew Tucano for the first time. The small-scale fighter-like aircraft was dashing with its modified Rotax 912 producing 140 horsepower. This year, that experience was updated with the Tucano 915iS. The newest from Austrian aircraft engine leader, Rotax, adds only one additional horsepower but with its turbocharger and intercooler, the comparison was striking. In a phrase: Tucano 915 climbs enthusiastically from take off to 10,000 feet without a decaying rate of climb. As you can see in the image below, Tucano 915 easily maintained well over 1,000 fpm; we went to about 9,500 feet. All the way, 915 appeared to easily compensate for the change in altitude that my ears confirmed was happening. Before I can write about cruise speed or fuel economy with Tucano 915, I want to again remark that Tucano conveys a visceral appeal. It feels like you think a fighter cockpit should feel. The two I've flown were finished with military gray inside and you sit lower in the cockpit, covered by a huge, very sturdy canopy that affords a very wide field of view.

The hanging cargo pods, while looking pretty cool and capable of carrying golf clubs or other gear, shave several knots of cruise off the top, according to Giovanni.

Handling of Tucano is very pleasant, responsive but not in the least abrupt. Pitch is a bit more sensitive than roll but in steep turns, I hardly needed any back stick pressure and almost too easily held altitude. Tucano loves to turn. Approach to landing is done at somewhat higher speeds than many Light-Sport Aircraft, however, our test Tucano is a different class with retractable gear and a constant speed prop. Those components add weight over a fixed gear, fixed pitch LSA model that is available. Despite those differences, my expectation is that the LSA model might perform quite close to the retractable/propped kit model, assuming the same engine is installed. The LSA model might be a few knots slower but this airframe likes to slip through the air.

Climbing at best rate of 75 knots, Tucano with 915 showed 1,250 fpm of climb and it can hold that rate all the way to cruise altitude.

We were at 85 knots on downwind — gear and flaps can be deployed below 90 — and transitioned to 75 on final. My first touchdown was good. As our slow flight and stalls showed, Tucano retains lots of control at low speed, exhibiting stable, solid manners. Pitch control is responsive and powerful; a few landings will help optimize your approach. Touchdown comes around 60-65 knots. Back on the ground, Tucano feels like a military aircraft with a firm footing and ride. However, this is another proof of how solid this airframe is; no wing flex can be seen in the air or on the ground. You may enjoy a short video on flying Tucano 915; the longer, more detailed version will be out later.

https://youtu.be/5J6c7rsJrBM

Copperstate is proving to be as valuable for the collection of Video Pilot Reports as Midwest and DeLand. We are reporting from the new and improved show for the second year in a row, and it’s looking good for Copperstate to earn a new, regular slot on our show calendar. Some very positive developments were discussed though it’s far too soon to write about them. This year, attendees could hit 30,000 for the city-sponsored event (see this article for more about Copperstate linking up with Buckeye Air Fair). Still, focused shows like those above allow more time and friendlier ground operations to permit us to capture a couple VPRs a day. Pilots who attend also realize they can more thoroughly investigate a new (or new-to-them) LSA or Sport Pilot kit because the vendor is not always swamped. At the smaller shows it’s far easier to take a demo flight.

Kicking Back in Gair-Planes’ Mule — A Short Sample of this Fun Flying Kit Aircraft

By Dan Johnson || February 8, 2020 1 Comment (Edit)

One of the reasons why Videoman Dave and I attend smaller events is because we can do a particular kind of work while visiting: Video Pilot Reports. We've now done many dozens of these (among some 700 total videos on Light-Sport Aircraft, Sport Pilot kit aircraft, and ultralights). Interviewing developers, pilots, and enthusiasts about all sorts of airplanes is our stock-in-trade. People approach us at shows all the time expressing how much they enjoy these YouTube videos. These range 7-15 minutes long, take an hour or so to shoot and a day or two (sometimes more) to edit and publish on Dave's popular YouTube video channel. Contrarily, Video Pilot Reports, or VPRs, take much more time: two or three hours or even more at the show. That's only the time to collect the video and still shots plus fly for an hour. Once back in the office, Dave puts in a large number of hours logging all the video shot (watching every minute of raw footage), collecting additional video, assembling these elements, adding text, graphics, tweaking sound effects, and finally uploading to YouTube. None of these steps are trivial.

Strapping six or seven cameras all over the airplane, discussing what we want to accomplish aloft, video recording takeoffs and landing, sometimes shooting video and stills from a second airplane, and then doing what we call a "stand up" near the airplane where we review the flight qualities discovered during an hour or so of flying. VPRs are a fun and a learning experience. Viewers appear to love them. Yet they drink up lots of time and trying to do these at a jam-packed major show is difficult or impossible. Hence, our love of events like Copperstate, Midwest LSA Expo, and DeLand Showcase. (We already miss you, Sebring!) After all the effort, you can enjoy a 20-30 minute in-flight video, the post-flight review, and often an in-depth interview with the developer or an expert pilot of the model.

Gair-Planes Mule

After discovering the model a year ago, we did a interview with Garret Komm at last year's Copperstate. We followed up with more at EAA AirVenture Oshklosh last year as well. The two interviews have been seen some 70,000 times (both videos) and have introduced his Mule experimental amateur built kit to the many who enjoyed watching. At Copperstate 2020, we set out to do more. Specifically, we recorded a Video Pilot Report. You'll have to wait for that more involved — and more informative — presentation but you may enjoy a short flight (see below) that provides cockpit views and records a couple landings on the Copperstate ultralight runway. Short Take: Mule is not a speedy cross country cruiser but it should provide many hours of enjoyment flying over scenic areas or checking our your home region. Mule proved to be a stable-flying aircraft with zero evil bones in stall situations, handles with a light touch, and can touch down on some definitely off-airport landing areas. Check out Mule further here and use website references to contact Garrett for more details.

https://youtu.be/NIr7FTq7eZ4

One of the reasons why Videoman Dave and I attend smaller events is because we can do a particular kind of work while visiting: Video Pilot Reports. We’ve now done many dozens of these (among some 700 total videos on Light-Sport Aircraft, Sport Pilot kit aircraft, and ultralights). Interviewing developers, pilots, and enthusiasts about all sorts of airplanes is our stock-in-trade. People approach us at shows all the time expressing how much they enjoy these YouTube videos. These range 7-15 minutes long, take an hour or so to shoot and a day or two (sometimes more) to edit and publish on Dave’s popular YouTube video channel. Contrarily, Video Pilot Reports, or VPRs, take much more time: two or three hours or even more at the show. That’s only the time to collect the video and still shots plus fly for an hour. Once back in the office, Dave puts in a large number of hours logging all the video shot (watching every minute of raw footage), collecting additional video, assembling these elements, adding text, graphics, tweaking sound effects, and finally uploading to YouTube.

Copperstate 2020 — Flying, and Building, Arion Aircraft’s Lightning Classic

By Dan Johnson || February 7, 2020 2 Comments (Edit)

Copperstate

is officially the show that starts off the new aviation year these days. The 47-year-old event — one of the longest lasting aviation events in the Western USA — was for many years held in October. More recently, Copperstate organizers linked up with the municipal airport in Buckeye, Arizona, the westernmost community in the greater Phoenix area. The Buckeye Air Fair happens in February and welcomed the partnership with Copperstate, giving the enduring show a new home …and a new date. Buckeye Air Fair is free and open to the public. Since the town promotes it well, last year drew more than 30,000 visitors. Many came to watch the air show or visit one of many booths, including a whole sector aimed at young kids, but all these visitors could also review the many sport and recreational aircraft that attend.

Gone Flying!

To start this year's event, Videoman Dave and I wanted to review the Arion Aircraft Lightning Classic kit aircraft, plus we wanted to pay a visit to the build center run so enthusiastically by Greg and Crystal Hobbs. Their base near Marana, Arizona, was only a 35-minute flight away. On a beautiful day, I went aloft with builder and pilot Marc Holcomb (photo). We were chased by Videoman Dave flying in the Flying Legends Tucano piloted by Giovanni Matichecchia. See more (article and video)

about Giovanni, Tucano, and my experience flying that impressive aircraft at last year's Copperstate. Marc's Lightning Classic kit took him 70 days to build at Greg Hobbs' Geronimo Experimental Aircraft build center. Those were 10-12-hour days and Marc has some experience and history that contributed skills, but this was his first kit aircraft. He became another of the very satisfied customers that have worked with Greg and his group at Geronimo. More than 55 kits have already been assembled under the close guidance of Greg and others, such as his partner, Jack Norris.

New Gen 4 Jabiru 3300 powerplant making 120 horsepower.

You can learn much more in a couple videos coming after Videoman Dave can edit them, but the short video below will give you an early taste of what is to come. I hope you enjoy and keep returning here to learn more about aircraft on display at Copperstate 2020. Watch for more in the days ahead and keep visiting The Ultralight Flyer YouTube channel for many other videos on light aircraft.

https://youtu.be/1Zdj0jcGW3U

Copperstate is officially the show that starts off the new aviation year these days. The 47-year-old event — one of the longest lasting aviation events in the Western USA — was for many years held in October. More recently, Copperstate organizers linked up with the municipal airport in Buckeye, Arizona, the westernmost community in the greater Phoenix area. The Buckeye Air Fair happens in February and welcomed the partnership with Copperstate, giving the enduring show a new home …and a new date. Buckeye Air Fair is free and open to the public. Since the town promotes it well, last year drew more than 30,000 visitors. Many came to watch the air show or visit one of many booths, including a whole sector aimed at young kids, but all these visitors could also review the many sport and recreational aircraft that attend. Gone Flying! To start this year’s event, Videoman Dave and I wanted to review the Arion Aircraft Lightning Classic kit aircraft, plus we wanted to pay a visit to the build center run so enthusiastically by Greg and Crystal Hobbs.

Centennial Anniversary — 100 Years of Rotax Engines

By Dan Johnson || February 1, 2020 3 Comments (Edit)

It started with a seemingly simple product. Since long before recreational aircraft arrived, the invention that launched the Rotax brand was a "rotary axle," a freewheeling hub that advanced the then-state-of-the-art in bicycles. Get it? ROTary AXle. This goes way back; a patent was issued in 1906 to entrepreneur designer, Friedrich Gottschalk, only three years after Orville and Wilbur Wright (also bicycle guys) made their first flight. Gottschalk owned a successful bicycle components factory in Dresden, Germany at the turn of the previous century. A cyclist himself, he became a full-support producer, making everything needed for bicycles: brakes, tires, seats, and more. "Anyone who considered themselves as a cyclist wanted a bicycle with a Rotax freewheel hub," said the Austrian company.

Long, Illustrious History

Read a comparison of 915iS and 912iS engines — the 915iS appears beautifully positioned for the LSA of 2023 in addition to many present-day installations).

"We’re celebrating 100 years of Rotax," observed company officials. Anyone wanting to shape/explore the future needs to have a clear picture of their past. "So, journey back with us to the origins of the Rotax brand and experience the successful development of our company from its founding to the present day and beyond." Readers can see a beautifully achieved visual history and story behind this well-known company that dominates engines for light aircraft. Of course, the company also annually builds many tens of thousands of engines for other uses as well.

"Rotax aircraft engines stand for outstanding performance, reliability, low fuel consumption and reduced emissions," declared Rotax. This mission appears to pervade every powerplant the company has made. Located in Gunskirchen, Austria, Rotax BRP is a leader in the development and production of innovative four- and two-stroke high performance engines for a wide range of products including Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Can-Am on- and off- road vehicles as well for motorcycles, karts and recreational aircraft. In the last 50 years, the company has developed more than 350 engine models for recreational vehicles and produced over 9 million engines.

To aviators, the company's compact and light weight engines are seen on many kinds of aircraft, supplied by more than 250 OEMs (Original Equipment Manufacturers). "Our goal is always to maximize the fun and to minimize the weight," said Rotax. "Our experienced engineering team and a wide spectrum of R&D facilities guarantee Rotax can deliver customer-oriented solutions and exceed customer expectations."

Numerically Speaking

More than 190,000 Rotax aircraft engines have been sold since 1973. Of this number, more than 50,000 were 4-stroke engines from the well-known 912/914 series. From a global fleet of more than 66,200 LSA or LSA-like aircraft, it is clear Rotax is extremely important for recreational airplanes of many types.

All Rotax aircraft engines "are approved for operation with Ethanol 10, automobile gasoline, and aviation-grade fuels." In many countries where avgas is hard to find or unavailable, premium auto gas can be used — in fact, expert repair stations often report engines run on auto gas look even cleaner when brought in for inspection or maintenance. "Low running costs and a design that pioneers power-to-weight ratio is why a majority of aircraft manufacturers worldwide place their trust in our technology," boasted Rotax. Distribution and service of the tens of thousands of Rotax aircraft engines and parts is performed by 200 authorized distributors, service centers and repair centers all over the world. "As the largest producer of small gasoline aircraft engines in the world, our aircraft engines are the first choice of more than 250 aircraft manufacturers around the globe."

It started with a seemingly simple product. Since long before recreational aircraft arrived, the invention that launched the Rotax brand was a “rotary axle,” a freewheeling hub that advanced the then-state-of-the-art in bicycles. Get it? ROTary AXle. This goes way back; a patent was issued in 1906 to entrepreneur designer, Friedrich Gottschalk, only three years after Orville and Wilbur Wright (also bicycle guys) made their first flight. Gottschalk owned a successful bicycle components factory in Dresden, Germany at the turn of the previous century. A cyclist himself, he became a full-support producer, making everything needed for bicycles: brakes, tires, seats, and more. “Anyone who considered themselves as a cyclist wanted a bicycle with a Rotax freewheel hub,” said the Austrian company. Long, Illustrious History “We’re celebrating 100 years of Rotax,” observed company officials. Anyone wanting to shape/explore the future needs to have a clear picture of their past.

Full-2019 Market Share Report for Light-Sport Aircraft and Sport Pilot Kit Aircraft

By Dan Johnson || January 15, 2020 6 Comments (Edit)

We have a new year upon us. With our new reporting capabilities for LSA and SP kit market shares, we can now quickly report results from 2019.

A huge thanks to our supreme "datastician," Steve Beste for making such swift and accurate reporting possible. I assure you that I've looked high and low for every year LSA have existed to find no comparable information. As always, be advised that our data comes from FAA's aircraft registration database. That means it is impartial — hopefully meaning reliable and dependable — but it also means some massaging of the information is needed to be completely accurate. (See this article for more detail on the effort involved; it is not trivial.) Steve's valuable ability to manipulate database resources combines with his knowledge of light aircraft to make an unbeatable combination. As much as any data allows — and as the saying goes… "you can take this info to the bank." It's solid!

2019 In Review

Overview — Here's the top line view: "It's been a good year," wrote Steve, as he noted aircraft registrations for our categories grew by 793 aircraft in 2019, a 10% increase from the year prior. Counting all types, the fleet enlarged from 8,028 at the end of 2018 to 8,821 by end of year 2019. While not as boisterous as the stock market was last year, this nonetheless suggests satisfying numbers for the light aircraft industry. Compared to 2018, Steve observed, "Sport Pilot kit aircraft are gaining on LSA though not by much; the kit market slightly closed the gap with the LSA market comprised of both Special, fully-built LSA and Experimental, kit-built LSA." Sport Pilot kits do not meet ASTM standards but have less regulations and the owner, having built his or her plane, is allowed to maintain it without oversight by an A&P. As Steve uncovered, the market leaders involve the same seven brands that have been leading the pack.

However, as he added, "All did not have the same experience. Kitfox registrations increased by 60% (as the Idaho company appeared to lose some momentum in 2018). Van's Aircraft grew by 44% and Rans by 20% but Zenair/Zenith and Sonex were modestly off their previous pace (see chart below)." For reference, here is our 3Q19 market share report with additional details you might find interesting. LSA Seaplanes — Icon continues to do well (but see the next paragraph). The last quarter of 2019 was good for SeaMax and Super Petrel. The latter gained two new owners in the last quarter while SeaMax gained three. Both companies are based in Brazil but SeaMax has been working hard on their U.S. presence (see more here) and, apparently, it is paying off.

Steve wrote, "Regarding Icon's numbers, note that historical figures often differ from what was previously reported," in this case with Icon and its A5. He continued, "This happens because FAA continues to perfect its data. For example, for 2018 the agency reported 57 Icon A5s as '2018' aircraft but FAA data clerks switched 11 of those to '2019' once their late-in-the-year paperwork was done. Thus, we now report fewer than 57 Icons for 2018." Despite these necessary adjustments, we maintain the figures used in this report are the best available and are of very high reliability. In fact, the adjustments Steve and I make are proof of the effort to report accurate, dependable data. As always, I offer a loud and heartfelt THANKS! to Steve Beste for his work to make this information available.

Alternative Aircraft (all other than Fixed Wing)

In general terms, Steve noted, "Alternate aircraft offer a mixed picture." He reported, "We have no change from our third quarter 2019 report: Gyroplanes registrations are slowing slightly but are still hot. Trike registrations are holding steady. Powered parachutes registrations are off a bit (nearby chart). Gyroplanes — "The low-cost Tango is coming on strong," said Steve. Tango is quoted quite well equipped for just $43,500. "It used to come with a Rotax 582 but their website says it now has a Yamaha engine that they say provides a four-stroke, three-cylinder, fuel-injected, 1,055 cubic centimeter engine outputting 130 horsepower." That engine is part of the low price tag but even if you added every option shown on their website, you still might not break $50,000. No wonder it is attracting some attention. Of course, until the FAA's new LSA regulation comes out, all gyros — other than AutoGyro's Primary Category entry — must be built as a kit. (See chart below.) Steve notes a new gyroplane entry, "The database now shows Airgyro and their AG-915. It’s a derivative of the Celier Xenon obviously, but with many changes."

Weight Shift Trikes — Looking only at the weight shift trike segment, Steve wrote, "Something strange is happening." He clarified, "Evolution Trikes, a leading producer of trikes, registered none of the top-end Revo models in 2019. Instead, the Florida company's hot models are designer Larry Mednick's Part 103 Rev and his new RevX (2 registrations). Larry told a prospect at Oshkosh that he’s back-ordered for months on both of them." These two models don’t appear in the data we collect because Rev is a Part 103 vehicle and RevX is a single-seat machine that we are not counting as being LSA-like. That shows a bias against single seaters, which we never intended. All aircraft on our SLSA List are two seaters. We will start to include single seaters in the future, though we have no way to add Part 103 vehicles because they require no N-numbers.

"Wild Sky's Goat by Denny Reed has done well," exclaimed Steve! "What on earth are those Goat buyers doing with them? Could they all be flying back country," he asked? Our earlier report and video will tell you more about this trike entry.

About this Report — “SP Kits” means Sport Pilot kit aircraft referring to amateur-built aircraft that can be flown by a pilot possessing a Sport Pilot certificate, or a pilot holding a Private Pilot certificate or higher who is exercising the privileges of Sport Pilot — meaning no aviation medical is required. Since Sport Pilot, as a form of pilot license, only arrived in late 2004, we collect information from FAA's Aircraft Registration database for all applicable kit-built aircraft that can be flown by a Sport Pilot plus, of course, all Special or Experimental LSA. Although some of the same kit aircraft existed before January 1, 2005, we omit them as it cannot be said those older aircraft could be flown by someone with a Sport Pilot certificate. This also evenly and fairly compares SP Kits with SLSA and ELSA. ** When using our online market share reporting system called Tableau Public — please do have a look; it's free! — be advised this website may appear best on your desktop or laptop. Smaller screen smartphones and tablets do not portray the information as conveniently.

We have a new year upon us. With our new reporting capabilities for LSA and SP kit market shares, we can now quickly report results from 2019. A huge thanks to our supreme “datastician,” Steve Beste for making such swift and accurate reporting possible. I assure you that I’ve looked high and low for every year LSA have existed to find no comparable information. As always, be advised that our data comes from FAA’s aircraft registration database. That means it is impartial — hopefully meaning reliable and dependable — but it also means some massaging of the information is needed to be completely accurate. (See this article for more detail on the effort involved; it is not trivial.) Steve’s valuable ability to manipulate database resources combines with his knowledge of light aircraft to make an unbeatable combination. As much as any data allows — and as the saying goes… “you can take this info to the bank.” It’s solid!

Texas Aircraft in 2020 — Logs First Customer Delivery of Colt Light-Sport Aircraft

By Dan Johnson || January 9, 2020 1 Comment (Edit)

How about this for a great way to start off the new year — a brand-new airplane? Both pilot and manufacturer are smiling and with good reason: both are winners in this transaction, as it should be. Hondo-based Texas Aircraft Manufacturing announced today that the new Light-Sport Aircraft builder delivered its first new-generation Colt to Richard "Ricky" Youschak, of Gainesville, Florida. Colt has a history. While a clean-sheet design, the all-metal high-wing aircraft follows a successful design from Brazil, the Conquest 180. Built especially for the LSA market, Colt benefits from the earlier manufacturing exercise. Approximately 300 were delivered by the older Brazilian builder. Colt gained its Special LSA approval last year. More details are available in this earlier article.

Texas Aircraft

Ricky Youschak accepting the keys to his new Colt from Texas Aircraft Manufacturing’s Customer Engagement Specialist, Scott Musselman.

“I cannot express how happy and proud I am of our entire team. Just a year ago, the Colt LSA was still in development, and we had just opened the doors at our facility here in Hondo, Texas,” Texas Aircraft Manufacturing’s co-founder, Matheus Grande said. “To be here today and to deliverour first Texas-built Colt is truly a blessing.” “It is also exceptionally gratifying to have Colt number one going to Ricky, a young man who exemplifies what Light-Sport Aircraft are all about,” Matheus added. “He and his father were looking for an aircraft that they can both enjoy flying. Ricky is a Private Pilot and his father has a Sport Pilot certificate." Texas Aircraft believes Colt fits their needs as a modern, capable and safe airplane. "Colt is not only fun to fly, but extremely efficient for their frequent recreational flights.”

Why Colt?

“We looked at several new LSA, and while they all had their merits, the all-new Colt really stood out as something special,” Ricky said. “The Colt flies like a much larger aircraft, so the transition from the 172 to the Colt was very easy for me.” Among other attributes, Colt uses control yokes that have been experienced by nearly all students in the last few decades. “While the new Dynon EFIS and airframe parachute were strongly in the Colt’s favor, the biggest advantage [became clear] when my father and I visited the factory in Hondo, Texas. We saw the pride and passion that went into building the Colt,” Ricky expressed. “They truly made the whole experience delightful for my family and me. That kind of passion and attention to detail has to create an outstanding airplane.” “Texas Aircraft is raising the bar on quality, safety, and service,” said Ricky's father, Richard Youschak, Sr. “Their professional staff made the experience of buying our airplane fun from the design phase through delivery, and their exceptional service didn’t end there. I’m extremely happy with our Colt and Texas Aircraft.”

Go Gators!

Ricky Youschak (L) and his father Richard Youschak with their specially painted and decorated “Gator” Colt.

One of the special touches provided by Texas Aircraft was an orange and blue paint scheme, inspired by the school colors of the University of Florida Gators. “I’m studying Nuclear Engineering at UF, so I am really looking forward to showing off my ‘Gator Pride’ at all the airports as my father and I fly throughout northern Florida, the Bahamas, and to and from my family home in Fort Myers in the southwest of the state,” Ricky said. “My father and I enjoy flying together and our new Colt will be the perfect airplane for us to share our airborne adventures for years to come.” “I can’t tell you how happy everyone at Texas Aircraft is about being able to help Ricky and his family achieve their dream of aircraft ownership. Giving people the gift of affordable, reliable, and safe aircraft operation was the reason we developed the Colt S-LSA in the first place,” Grande said.“We are extremely grateful to the entire Youschak family for putting their faith and trust in Texas Aircraft.”

Facts about the Texas Aircraft Colt-SL

Semi-cantilever, high-wing design, approved as a Special LSA
All aviation-grade aluminum airframe with all solid metal rivets
Wide cabin with welded Chromoly passenger safety cell
Engine Type — 100 horsepower Rotax 912 ULS
Propeller Type — Sterna composite, three-blade
Maximum Speed at Sea Level — 119 KIAS
Cruise Speed at 75% power — 105 KIAS
Stall Speed, Clean — 44 knots
Stall Speed, Full Flaps — 38 knots
Takeoff Distance (over 50 foot obstacle) — 1,085 feet
Landing Distance (over 50 foot obstacle) — 1,044 feet
Climb Rate (Vy) — 800 feet per minute
Four-point passenger safety harnesses
Airframe ballistic parachute system
Dynon 10-inch SkyView HDX touchscreen display with Synthetic Vision with 3D graphics
Dynon Mode-S Transponder with ADS-B Out/In and TIS traffic
Dynon WAAS enabled GPS Receiver
Dynon digital autopilot with Level Button
Dynon Electronic Engine Monitoring System

*All specifications and features are provided by Texas Aircraft and are subject to change without notice.

Take your pick: our short (3-min.) video or the following longer Video Pilot Report, both recorded at the Midwest LSA Expo 2019. https://youtu.be/DkPD07-z0Wc

How about this for a great way to start off the new year — a brand-new airplane? Both pilot and manufacturer are smiling and with good reason: both are winners in this transaction, as it should be. Hondo-based Texas Aircraft Manufacturing announced today that the new Light-Sport Aircraft builder delivered its first new-generation Colt to Richard “Ricky“ Youschak, of Gainesville, Florida. Colt has a history. While a clean-sheet design, the all-metal high-wing aircraft follows a successful design from Brazil, the Conquest 180. Built especially for the LSA market, Colt benefits from the earlier manufacturing exercise. Approximately 300 were delivered by the older Brazilian builder. Colt gained its Special LSA approval last year. More details are available in this earlier article. Texas Aircraft “I cannot express how happy and proud I am of our entire team. Just a year ago, the Colt LSA was still in development, and we had just opened the doors at our facility here in Hondo, Texas,” Texas Aircraft Manufacturing’s co-founder, Matheus Grande said.

Start the Countdown: Four Years Will Bring Huge Changes to Light-Sport Aircraft

By Dan Johnson || January 2, 2020 41 Comments (Edit)

As we kick off a new year and a new decade, it feels like the starter's timer has just been clicked into action. The next four years should prove to be highly interesting — and for all of aviation, not only Light-Sport Aircraft, Sport Pilot kit aircraft, and ultralights. Change can be difficult, but it's coming. For the most part, I feel this is heading in a great direction even if some may struggle with elements of the new rule. Earlier, an often-shared report discussed the changes FAA plans as part of a "deregulation" of Light-Sport Aircraft. Below, you can see a video that stimulated numerous comments. An updated report is still being prepared from a late-fall 2019 discussion with FAA rule writers. That will be sent to LAMA members first with specific details. Other industry pros will get a simpler update so all the makers of our great aircraft can be prepared when the rule is issued no more than four years from now.

In this article, I will answer some common questions. The goal is not to repeat the earlier info but to provide clarification. Call this an FAQ (Frequently Asked Questions) review. Light-Sport Aircraft are being presented with new opportunities and I hope both manufacturers and pilots will take full advantage of all the new rule may offer.

Wait, Weight! Do Tell Me

A common misconception is that "FAA is raising the weight of LSA." Nope, they are not. They are creating a Power Index that will describe the aircraft's size while trying to keep LSA "safe, simple, and easy to fly" yet encourage them to grow and develop. That short phrase is FAA's stated goal, so, simplistically, larger airplanes will require larger wings to keep their flight qualities docile.

The striking Bristell RG (retractable gear) may be available as a Light-Sport Aircraft. Also see Bristell USA.

Aircraft will indeed be permitted to be heavier, perhaps even as high as the 3,600-pound number once stated (though more likely topping out at 3,000 pounds). The fall 2019 speculation was wrong but weights of LSA will indeed rise. FAA's goal here is not to fit Cessna 150s and 172s or Pipers or other legacy GA airplanes into the mix (though they may qualify), but rather to increase the capability of LSA and to "bridge the gap between present-day LSA and certified aircraft meeting Part 23" (which itself is changing), said FAA personnel.

Texas Aircraft's Colt 100 is a clean-sheet design approved in 2019.

One hard number associated with FAA's Power Index — basically a formula that hopes to assure agency goals — is stall speed. While horsepower may also be capped at 200 horsepower, it is nearly certain that stall speed will be limited to 50 knots while using devices like flaps and other wing modifications. Many LSA do NOT need to get heavier. I think of weight shift trikes, powered parachutes, gyroplanes, and motor gliders. Many fixed wing designs are also perfectly fine as they are. A heavier aircraft, requiring more raw material and needing more power will surely be more costly although they should offer additional capabilities. Some producers strive to keep prices low and affordable so they might stay at 1,320 pounds or their present weight… nothing wrong with that, of course.

Other Benefits

ByDanJohnson.com office manager, Randee Laskewitz, went up in the Magni gyro with expert gyronaut, Greg Gremminger of Magni Gyro USA.

I reported that LSA may also get: • in-flight adjustable props, • more seats, • higher speeds, • electric or hybrid propulsion, • fully-built gyroplanes should arrive, and — the big one: we hope for • commercial use of LSA. Some pilots will see this as a chance to pursue a new business and manufacturers may embrace this as a way to sell more aircraft. Many have asked about retractable gear. While I did not report this earlier, that configuration is also in planning. However, as stated earlier, none of this is certain even if it is likely. Several other FAA departments have to weigh in and then it will (later, perhaps in 2021?) be released for public comment, which could further change it.

FAQs from the Video Below

As you can read for yourself if you wish, many comments were posed after the video was uploaded. Here is a brief summary of what I read among the comments: Higher speeds — Yes. While not 200 knots, it seems entirely possible LSA may be allowed to zoom past 120 knots, perhaps to 140 or more. As with all parts of the proposed rule, this is still being decided and any number of FAA entities, including the tough Legal Department, have to (hopefully) add their blessing. Why Build Now? — One commenter asked, "Why produce something under the old standards if there are changes coming?" As mentioned above, some aircraft do not need to change; I can think of many that are ideal as they are now. However, an ambitious manufacturer will see new markets to explore with larger, faster, more capable aircraft. Just because a 2024 LSA could weigh 3,000 pounds doesn't mean it must. However, if a builder does wish to pursue a new model, they need information sooner than later.

The Airplane Factory USA flies the Sling 2 in formation with Sling 4.

Why Buy Now? — Impending rule change can cause market paralysis, which would be a most regretful result. Please, potential buyers… remember that this rule will not become effective for around four years. If you wait for something later, you will miss out on lots of good flying over those years. You can always sell what you have now or may acquire during the next four years; used LSA sales are a growing phenomenon and offer more affordable prices.

Super Sexy? — Ekolot America's shapely Topaz lives up to its registration numbers. photo by Pawel Hawrot

If you cannot live without an in-flight adjustable prop or retractable gear or four seats or other promises, well, you're stuck. You must buy a much-more costly (probably older) certified aircraft. Others could spend the hours to build a kit or buy one some other person built. If you fly for fun, you have so many choices now it's hard to choose the ideal one for you. Need help deciding? Try PlaneFinder 2.0; it's fun and may help you select your perfect LSA.

Badland Aircraft's F-series Part 103 entry was a hit when it debuted at EAA Airventure Oshkosh 2019.

Won't Current LSA Lose their Value? — Legacy Cessnas, Cirruses, or Pipers have faced this music for decades. Anything new — car, boat, RV, etc. — will lose some value after purchase. However, LSA will hold up much better than your current computer or TV, both of which will lose nearly all their value within weeks after you take it home. You are urged to keep in mind that enjoying a present-day LSA is a thing of joy… now! If you wait, think about all the great flights you will miss. You have 150 models to choose between: see our SLSA List. Flying GA Airplanes with a Sport Pilot certificate (without an aviation medical) — A commenter asked, "Will this new rule will allow planes like the Piper Cherokee to be considered as acceptable for LSA status and [can owners] change their certification [to LSA]?" Simply, we don't know yet. I am quite sure the effort to allow weight to rise and to add other features was not to bring in legacy GA designs to become LSA. FAA's usual pattern is that when an aircraft is certified or accepted as one type, it generally cannot be changed to another classification.

Perhaps more to the point, will FAA allow you to fly a 2,500-pound GA airplane with a Sport Pilot certificate …without getting a Class 1-2-3 medical? Alternatively, can a Sport Pilot fly a 3,000-pound new LSA? We don't know this either. Our hope is that FAA will allow the Sport Pilot certificate to be used to fly heavier, more capable aircraft perhaps using the logbook endorsement method employed today. For example, a basic SP certificate does not allow flight into Class B airspace until the pilot has received additional training for this. However, after getting more instruction, a SP ticket holder can fly into Class B once securing only a logbook endorsement (no further testing is needed).

Shockingly short takeoff roll and a blistering climb makes Sportair USA's LSA true to its name.

Multiple Engines on LSA — A commenter asked, "How about a multiengine LSA?" LAMA has posed this question to FAA and it may be possible. At least for electric propulsion, the idea of what's often called "distributed lift" — that is, multiple motors/props driven by a common energy source — is being considered by rule writers. Bad FAA? — Although a number of commenters threw darts at FAA for not being more responsive or for taking too long with this regulation, LAMA advocates for industry have seen FAA be very open to new ideas for LSA and for letting industry handle more of the approval process. The agency has been remarkably receptive to every idea LAMA has presented and they specifically say they want to be "less restrictive, less prescriptive."

The one-and-only Arion Lightning taildragger has that go-fast look.

Yes, 2023 seems a long way off now, but two points are worthwhile: (1) to be all completed by the end of 2023, dictated by a congressional mandate attached to FAA budget funding, rule writers must complete their final drafts by the end of 2021 or so; (2) this is a sweeping, comprehensive rule with lots of detail. I have observed FAA personnel working diligently on this but it will take a couple years more to sort out hundreds of points… especially as this significantly changes how FAA does business (giving industry more leeway to devise methods and standards). I urge patience.

U-Fly-It's Aerolite 103 is so popular they can barely keep up.

Changing Part 103 Ultralight Vehicles — (A fair number of comments spoke to Part 103 ultralights.) Nope, no changes coming. While some think this is imperative, many experts feel certain that to ask for changes will be to upset the least-regulated form of manned flight in the USA. Other countries have adopted similar hands-off rules (SSDR in England; 120-Kilogram Class in Germany, etc.). Many believe that asking for any change to Part 103 could potentially ruin the charm of these lightest-of-aircraft… 'er "vehicles." Perhaps later, but no change to Part 103 is sought at this time.

North Wing makes wings for many trikes plus their own LSA models.

The good news about Part 103 is you have several good choices now (Kolb Firefly, Aerolite 103, Badlands F-series, and others plus a number of trikes or PPCs or PPGs). Those aircraft are selling well enough that the first two mentioned are backed up trying to satisfy demand. More? — It's great that pilots are reacting to this news and that manufacturers are studying everything they can as they plan their next steps. Indeed, the next four years will be very exciting — both positively and confusingly. Change is coming. Our mission is to give you more info, to help you stay informed, and hopefully all will see ways the coming changes will be good for them. Nonetheless, to repeat, LSA manufacturers are building some fine aircraft today, in a dizzying number of models and configurations. Pilots have never seen a better time to buy and fly something you love. So, get out and do so — but be smart and safe in your enjoyment.

Happy New Year!

https://youtu.be/XY1PttWHEqc The lead photo seen on the home page was of a Progressive Aerodyne Searey LSX dubbed "Phaeton" and owned by Robert Richardson. It depicts the Maryland state flag in its graphics. A Searey is used by RS Aerotech's project to develop single lever control for an in-flight adjustable prop.

As we kick off a new year and a new decade, it feels like the starter’s timer has just been clicked into action. The next four years should prove to be highly interesting — and for all of aviation, not only Light-Sport Aircraft, Sport Pilot kit aircraft, and ultralights. Change can be difficult, but it’s coming. For the most part, I feel this is heading in a great direction even if some may struggle with elements of the new rule. Earlier, an often-shared report discussed the changes FAA plans as part of a “deregulation” of Light-Sport Aircraft. Below, you can see a video that stimulated numerous comments. An updated report is still being prepared from a late-fall 2019 discussion with FAA rule writers. That will be sent to LAMA members first with specific details. Other industry pros will get a simpler update so all the makers of our great aircraft can be prepared when the rule is issued no more than four years from now.

Vickers Wave Settles Engine Debate — Rotax’s 915iS is the Winner

By Dan Johnson || December 25, 2019 6 Comments (Edit)

The last airshow (DeLand) is over. Recreational aircraft across the snow belt are secured in their hangars. Santa Claus and his reindeer have an imaginary TFA imposed over the rooftops of all homes with young kids. Our festive Christmas season has center stage… With that our warmest wishes for your holidays and wishing you a prosperous happy new year with all the flying you could want. We are pleased to have served you another year as we enter into our 17th of providing news, reviews, and videos for your entertainment and information. THANKS to each and every one of you who visited in 2019. Please come back next decade! ?

Now, Back to Aircraft

I have been writing about seaplanes even as the snow flies in northern latitudes because… well, why not? Plus, this is a good time to enter an order for a new one so you get it as lakes thaw and the sun warms the Earth in spring and summer 2020.

One of the most anticipated of these new Light-Sport Aircraft seaplanes is the Vickers Wave. As earlier did Icon Aircraft and their carefully engineered A5, the Vickers Aircraft and staff have kept their heads down, sweating the details of this innovation-packed design. This coming new year is when Wave will leave the water on its first flight. As you will read below, Wave will launch more energetically than most other LSA seaplanes because they've settled on their engine choice with more power. The newest Rotax will assure their heaviest-to-date LSA amphibian has a strong push into the skies.

"As 2019 draws to a close, we are pleased to announce a new strategic partnership with Rotax Aircraft Engines," announced boss Paul Vickers. "Rotax engines have become the first choice for more than 220 aircraft manufacturers worldwide; they are the premier aircraft engine manufacturer across the Light-Sport industry." Rotax’s latest offering, the 915iS "is the culmination of 40 years of aircraft engine development." Paul continued, "Offering 141 horsepower from a compact, modern, fuel efficient engine, the Rotax 915iS is the perfect match for our Wave. The turbocharged powerplant gives the Wave all 141 horses up to 15,000 feet with no performance loss, unlike naturally aspirated engines. We are very pleased to welcome the reliable, total package that is the Rotax 915iS to the Vickers journey."

Earlier, as Vickers' team anticipated a higher weight — as did Icon's A5 engineers and other designs like Terrafugia's flying car LSA — the New Zealand manufacturer was leaning toward Continental's super-potent 180 horsepower Titan. That would surely have offered more-than-ample power but it is a larger, heavier powerplant. "The compact size of the Rotax powerplant has allowed us to modify the design of the rear fuselage/engine cowling area," explained Paul. "This has significantly improved airflow over the propeller, further enhancing the performance of Wave." Nearby images unveil the Wave engine nacelle redesign. "We cannot wait to share more with you. Stay tuned in early 2020 for more announcements on further strategic partners as we quickly approach first flight," finished Paul. Team Vickers will take a short break for Christmas but 2020 is shaping up to be a big year for the Vickers Aircraft Company. Count on ByDanJohnson.com keeping you informed and up-to-date.

Merry Christmas, Everyone!

The last airshow (DeLand) is over. Recreational aircraft across the snow belt are secured in their hangars. Santa Claus and his reindeer have an imaginary TFA imposed over the rooftops of all homes with young kids. Our festive Christmas season has center stage… With that our warmest wishes for your holidays and wishing you a prosperous happy new year with all the flying you could want. We are pleased to have served you another year as we enter into our 17th of providing news, reviews, and videos for your entertainment and information. THANKS to each and every one of you who visited in 2019. Please come back next decade! ? Now, Back to Aircraft I have been writing about seaplanes even as the snow flies in northern latitudes because… well, why not? Plus, this is a good time to enter an order for a new one so you get it as lakes thaw and the sun warms the Earth in spring and summer 2020.

Smarter Stocking Stuffer for Christmas; a Whisper in Your Future?

By Dan Johnson || December 13, 2019 1 Comment (Edit)

In case I don't get another post up before (gosh, this is a busy time of year, isn't it?)… let me wish all visitors and viewers a very warm and wonderful holiday. We so appreciate your visits to ByDanJohnson.com!

We begin a new year shortly and will keep our focus on the many enjoyable light airplanes. This industry and the pilots it serves have an exciting four years ahead as FAA's huge new regulation comes to completion. For some this will add excellent new opportunities such as using an LSA of the future to do various kinds of aerial work — and much more. For others — those of you who enjoy pure recreational flying — the new rule will also be beneficial as FAA pulls further back to let industry take the lead in new directions. I find this very foresightful of the aviation agency and I'm thrilled to report more as we learn details of the new rule.

It's Holiday Time What Could You Ask Santa to Bring?

How about WingBug as a stocking stuffer? This thing is pretty amazing. I admire developer Alex Rolinski and partner Bryan Tittle for pursuing such a project to a high state of the art. The good folks at Levil have a different entry (the B.O.M.) but WingBug has an advantage in that they also developed an app to support the hardware. The app and product are darned impressive and the video below will tell you all you need to know plus give you a close-up look to see how it functions. (This was a rare solo effort of video recording on my part but it has been made totally professional thanks to the talented YouTube publisher Videoman Dave who could not attend DeLand this year.)

https://youtu.be/1MlR8CMdRn4

Going Faster in the Future?

"Here is some newsworthy information for your website," related Deon Lombard, who imports the Aeropilot L600 and InnovAviation FX1. "As we believe this aircraft will qualify for the new Light-Sport Aircraft rules to come (perhaps)," this kit could find a market in the USA.

Until that rule arrives — probably in late 2023 — "Whisper can be a nice step up in airspeed and weight limits within the Experimental Amateur Built class." Deon's now-Florida-based operation will offer Whisper in kit form or quick-built kit. It can be completed as a taildragger or tricycle gear (nearby photos). Deon said Whisper will require about "half the airframe build time of an RV or Lancair in a very strong composite sandwich material, with UV and lightning protection." He reported the structure has been tested to handle a 12G load.

One is already approved and flying in the USA, Deon reported, using a slightly smaller Lycoming engine at present. Some 25 are presently flying in South Africa. Whisper is, he added, "a fast and roomy aircraft, with a lower profile, making it about 10 knots faster than a RV 7." See additional factory specifications here. The price is also very competitive, Deon maintained. "We will be offering an owner builder-assist program conducted by the factory guys, in Florida." Deon said it takes only a 14-day period when assembled at their U.S. facility. He promised to advise a hangar address early next year and hopes to have a demo plane ready for Sun 'n Fun 2020. See Whisper at the Aeropilot booth at the April event.

In case I don’t get another post up before (gosh, this is a busy time of year, isn’t it?)… let me wish all visitors and viewers a very warm and wonderful holiday. We so appreciate your visits to ByDanJohnson.com! We begin a new year shortly and will keep our focus on the many enjoyable light airplanes. This industry and the pilots it serves have an exciting four years ahead as FAA’s huge new regulation comes to completion. For some this will add excellent new opportunities such as using an LSA of the future to do various kinds of aerial work — and much more. For others — those of you who enjoy pure recreational flying — the new rule will also be beneficial as FAA pulls further back to let industry take the lead in new directions. I find this very foresightful of the aviation agency and I’m thrilled to report more as we learn details of the new rule.

DeLand Finale; Tecnam Success; and… End of Kitty Hawk’s Flyer (Battery Problems, Fires)

By Dan Johnson || December 4, 2019 Leave a Comment (Edit)

As we rush toward the Christmas holiday period and get excited about a new season of flying (after a few more weeks of snow and ice), we have some news to report.

Fortunately, you can stay where it's warm and just watch — thanks to new videos from DeLand. While I missed my YouTube partner Videoman Dave at the show, I managed to fly solo and shoot video interviews and more on my own. Thank goodness, Dave remains at his video editing equipment and I am pleased to post a couple fresh videos below. A mere three weeks since Deland Showcase 2019 ended the airshow season for the year, fresh videos are flowing to provide information and entertainment.

DeLand Race Around

We started these quick-tour videos a few years ago and to a certain segment of visitors and viewers, these are hits as they show most of the airplane exhibitors plus give a sense of the event. In this video, I was a one-man band, driving a golf cart, videoing the scenes, and narrating into a microphone. Good thing I wasn't on the highway where I might have been criticized for multi-tasking. If I make it look easy, most of the credit goes to Videoman Dave for expertly editing the conglomeration of video clips and filling in images when aircraft vacated their exhibits to give demonstration flights. I hope you'll enjoy. https://youtu.be/U89yNEHTAzM

Tecnam Juggernaut

From the wonderfully simple P-92 — Tecnam's biggest seller that was exquisitely updated last year — to a twin-Rotax-engine model used even by other LSA producers who offer training to multi-engine students, to an 11-seat commuter airliner now in operation in the USA (by Cape Air), the world's leading light aircraft producer seems to have an aircraft for every interest group. They've also done masterfully well at penetrating the dense fog of national regulations to deliver aircraft in 65 nations. Oh, they are also the oldest continuously operating company serving light aviation, having celebrated their 71st birthday not long ago. In the following video, enjoy hearing "the face of Tecnam in the United States," Shannon Yeager, tell us about the lovely and luxurious Astore Light-Sport Aircraft. https://youtu.be/ucI0nwCtiGY

Flyer Bites the Dust

Finally, an aircraft I tried hard to go fly for a review (I failed, despite a strong inside connection) …is going away forever. I refer to the Kitty Hawk Flyer. This single seat aircraft, nicely upgraded from its first awkward-looking configuration, had its electric-charger plug pulled when the company discontinued the one-place multicopter, first reported here.

The following information and quotes come from a recent article in Forbes online… "Flyer [is] a single-seat, battery-powered aircraft intended to be a low-altitude fun machine for use over water, like a jet ski on rotors." The writer is clearly not an active pilot but his reporting appears consistent with other details I've heard. In 2017, Kitty Hawk started taking deposits promising to deliver Flyers to willing buyers by the end of that year. "Two years later, however, Kitty Hawk’s promise to bring personal flying to the masses has failed to take wing yet amid technical problems and safety issues with Flyer and unresolved questions about its practical use, according to four former Kitty Hawk employees who were among six who spoke to Forbes on the condition of anonymity due to nondisclosure agreements."

Flyer upgraded version — photo from CNBC.com

Aerospace & Defense reporter Jeremy Bogaisky wrote, "Kitty Hawk confirmed to Forbes that, after unveiling a more polished version of Flyer last year, it has decided not to sell the one-seater to individuals and has returned deposits to would-be buyers. Behind closed doors, Flyer encountered problems, including frequent breakdowns and fires involving batteries, electric motors and wiring, two former engineers said. Last year, the Mountain View Fire Department was called to put out an early morning blaze at the Flyer building, city records show; former employees said the fire at the Google-owned building involved damaged batteries that had been pulled out of a Flyer that had crashed the previous day in flight testing under remote operation." Bogaisky noted that no one had been injured in the crash or fire.

Original Flyer — photo from sfgate.com

Kitty Hawk's Flyer "conducted 26,000 test flights with over 100 prototype vehicles,” said Shernaz Daver, an advisor to Kitty Hawk. "No person has ever been harmed or exposed due to undue risk." Supported by the deep pockets of Google's Larry Page, Kitty Hawk was able to hire engineers, machinists and designers to create cutting-edge aircraft. However, Bogaisky noted, "The company faces the same problems as any aspirant in the field: the poor energy density of the current generation of batteries severely limits the flight times and carrying capacity of electric aircraft." He added that "Building a functioning prototype is faster and easier than turning it into a reliable product that satisfies aviation regulators’ safety requirements." The technical issues proved quite difficult.

Cora EVTOL from Kitty Hawk, now Wisk Aero

"The latest prototype was breaking down frequently," Bogaisky wrote. "[Flyer] needed regular troubleshooting and repair by engineers, three former employees said." He reported one employee saying, “This thing would break every few hours and need service.” One observation I add… Even with seemingly unlimited funds and a well-paid staff, Kitty Hawk cannot yet make Flyer a viable product. Perhaps they will and maybe, just maybe, they will continue with the single seat, supposedly-Part 103 Flyer. Regrettably, I won't be holding my breath even though I am very intrigued by multicopter-type designs. For now, I guess I'll look elsewhere to take a flight in one of these new-style aircraft. To get the whole story and hear about how Kitty Hawk is teaming up with Boeing, read the Forbes article.

As we rush toward the Christmas holiday period and get excited about a new season of flying (after a few more weeks of snow and ice), we have some news to report. Fortunately, you can stay where it’s warm and just watch — thanks to new videos from DeLand. While I missed my YouTube partner Videoman Dave at the show, I managed to fly solo and shoot video interviews and more on my own. Thank goodness, Dave remains at his video editing equipment and I am pleased to post a couple fresh videos below. A mere three weeks since Deland Showcase 2019 ended the airshow season for the year, fresh videos are flowing to provide information and entertainment. DeLand Race Around We started these quick-tour videos a few years ago and to a certain segment of visitors and viewers, these are hits as they show most of the airplane exhibitors plus give a sense of the event.

TQ Takes to the Air — In Your Instrument Panel and into the Blue Sky

By Dan Johnson || December 2, 2019 Leave a Comment (Edit)

When your product fits a small space in the instrument panel, how do you show off such a small product in a more visible way at airshows. TQ Sales Director Sebastian Glück had an idea. He worked with TQ Aviation managers to acquire a beautiful Dornier Do 27 and applied the bright blue TQ logo to the airplane. Did it work? Absolutely. The handsome aircraft (it is far from a Light-Sport Aircraft) was prominently parked during the DeLand Showcase 2019 and TQ could be pretty certain every single attendee saw the aircraft. Dornier Do 27 is a light single-engine six-seat STOL multi-purpose transport aircraft produced by the German manufacturer Dornier-Werke GmbH. Instead of four passengers, Sebastian and his associate Karl-Heinz Reichmann used the huge aft doors to load all their airshow exhibit gear. The space was full but loading it looked very straightforward except for hoisting it up high. Do 27 stands tall on its landing gear.

Regretfully, since DeLand closed and they flew the aircraft to its base, TQ bosses decided to sell the aircraft and are bringing Sebastian Glück back to Germany, leaving Daniel (Er-Jin) Jang to carry the TQ flag in America.

Panel Line Broadening

At DeLand, TQ representatives displayed the company's latest radio and transponders. These new models complement a range of components available in various form factors to fit the wide variety of aircraft in which they may be installed. The newest shape conforms to the common center stack in many GA aircraft. A new benefit is a screen that can be read in bright sunlit using "transflective" technology, different from readouts in the smaller form factor radios and transponders TQ offers. Performance didn't change, according to Sebastian.

Learn about all TQ products at this web page.

"The TQ-KRT2-F 6.3-inch aviation radio for the standard generation aviation center stack is one of the most modern flying radios on the market," Sebastian noted. "Low weight and low power consumption are made possible by the highly digitized technology." "A brilliant, transflective color display is perfectly readable even in direct sunlight," Sebastian added. KRT2-F also offers an integrated, voice-controlled intercom and intuitive operation result in what TQ calls "an unbeatable price-performance ratio." Similarly shaped, TQ-KTX2-F Mode-S transponder also conforms to the standard center stack and is "one of the most modern transponders on the market." Low weight, compact dimensions, and low power consumption are made possible by TQ's digital technology. Like their KRT2-F radio display, the transponder can easily be read in direct sunlight. It also boasts ADS-B out 2020 Mandate compatibility and intuitive operation. Pricing is competitive they say. KTX2's exclusive loop-through antenna eliminates the need to install a second antenna for any ADS-B in hardware.

Sebastian Glück (L) and Karl-Heinz Reichmann pose beside their beloved Dornier tail dragger before heading home.

TQ manufactures their avionics products at company headquarters in Seefeld, Germany. Aviation Radio KRT2-F Communication radio in 160 millimeters (6.3 inches) width for center stack installation.

Transflective color display
Direct sunlight compatible
Light weight
Minimal power consumption
Integrated voice-controlled two-place intercom,

Transponder KTX2-F Mode-S unit in 160 millimeters (6.3 inches) width for center stack installation.

ADS-B out FAA 2020 mandate compliant
Transflective color display
Suitable for direct sunlight
Adapter for connection to other radios
Light weight
Minimal power consumption

In this short video, watch the Dornier fire up and fly away plus see the TQ radio line in various form factors… https://youtu.be/wtwCGRN0Uzc

When your product fits a small space in the instrument panel, how do you show off such a small product in a more visible way at airshows. TQ Sales Director Sebastian Glück had an idea. He worked with TQ Aviation managers to acquire a beautiful Dornier Do 27 and applied the bright blue TQ logo to the airplane. Did it work? Absolutely. The handsome aircraft (it is far from a Light-Sport Aircraft) was prominently parked during the DeLand Showcase 2019 and TQ could be pretty certain every single attendee saw the aircraft. Dornier Do 27 is a light single-engine six-seat STOL multi-purpose transport aircraft produced by the German manufacturer Dornier-Werke GmbH. Instead of four passengers, Sebastian and his associate Karl-Heinz Reichmann used the huge aft doors to load all their airshow exhibit gear. The space was full but loading it looked very straightforward except for hoisting it up high.

Duc Propellers for Light-Sport Aircraft in the USA — Introducing 4-Blade Flash 2 Prop

By Dan Johnson || November 28, 2019 2 Comments (Edit)

"The DeLand Sport Aviation Showcase (DSAS), conducted from November 14-16, 2019 at the DeLand Municipal Airport in Florida, has completed a careful look at ticket sales, gate receipts, exhibitor numbers and other data… and is happy to report that the 2019 Showcase eclipsed the 2018 attendance by over 20%," reported lead organizer, Jana Filip. "Sport aviation is alive and well… and the truly dedicated flyers out there simply would not let some clouds and sporadic rain keep them from seeing and sharing in all that was new and interesting in the sport aviation universe," explained Jana. At the fourth running of Deland Showcase, organizers boasted 26 companies new to the event. They had earlier reported a sold-out exhibitor slate. Jana will study attendee and exhibitor reports and will then confirm dates for the 2020 edition of the DeLand Showcase. A decision is expected shortly.

Duc Propellers USA Also a Success

"Designed in France. Assembled in the USA." Hmmm, sounds rather like a certain product "Designed in California, Assembled in China" from a famous brand. The high-tech French prop maker established a base in the USA where they provide full support and service for the growing line of propellers for Light-Sport Aircraft and Sport Pilot kits.

Visitors to the inside displays at Deland Showcase 2019 saw a new Flash 2 four-blade prop on display in the Duc Propellers USA display at Deland Showcase 2019. "This is a four-blade, ground-adjustable prop developed expressly for the Rotax 915iS," said Gaetan Fouozing, Duc's new representative at their Sebring facility serving North America. Readers may recall the newest, most powerful engine from Rotax has only been available with props that can be adjusted in-flight. However, at AirVenture Oshkosh 2019, the Austrian company announced they would begin supplying the 915iS for fixed pitch props in fall 2019. Read more about Rotax 915iS here. Gaetan said Duc engineers studied three and four blade combinations but settled on four blades to make use of the added power delivered by 915iS (up 40% from the Rotax 912iS). He confirmed the Flash 2 4-blade product is in stock at this time. "All Duc products are held in stock at our Sebring facility," Gaetan observed. In addition to the ground adjustable capability, Duc said their new Flash 2 is "available in Hydro version for seaplanes." The French prop manufacturer said the hydro version offers high water resistance and abrasion by adding an Inconel metal leading edge

Representing Duc at Deland Showcase 2019 (L-R): Isabelle Duqueine, Vincent Duqueine, Gaetan Fouozing, Michaël Derderian

The hydro prop development also includes a specific blade tip built of "structural monolithic carbon 40 millimeters (1.57 inches) thick" to "optimize cutting for splash." The metal leading edge is available at no additional cost. Priced at $4,589.50, Flash 2 four blade is fairly precious but it is designed to manage the power of the also more costly Rotax 915iS engine that outputs 141 horsepower. As the time-honored race car saying goes, "Speed costs money. How fast do you want to go?" Engines are sometimes said to the be primary component that has driven aircraft development over the decades but engines demand propellers that can transmit engine power to moving an aircraft through the air. The folks at Duc continue to apply their expertise to this essential product.

“The DeLand Sport Aviation Showcase (DSAS), conducted from November 14-16, 2019 at the DeLand Municipal Airport in Florida, has completed a careful look at ticket sales, gate receipts, exhibitor numbers and other data… and is happy to report that the 2019 Showcase eclipsed the 2018 attendance by over 20%,” reported lead organizer, Jana Filip. “Sport aviation is alive and well… and the truly dedicated flyers out there simply would not let some clouds and sporadic rain keep them from seeing and sharing in all that was new and interesting in the sport aviation universe,” explained Jana. At the fourth running of Deland Showcase, organizers boasted 26 companies new to the event. They had earlier reported a sold-out exhibitor slate. Jana will study attendee and exhibitor reports and will then confirm dates for the 2020 edition of the DeLand Showcase. A decision is expected shortly. Duc Propellers USA Also a Success “Designed in France.

Seamax Offers Rotax 912iS and Garmin G3X; Enjoys a Strong DeLand Show for their LSA Seaplane

By Dan Johnson || November 21, 2019 4 Comments (Edit)

Saturday was the final day of the last airshow of 2019. DeLand Showcase 2019 suffered its chilliest weather of the four years it has been operating. Nonetheless, my unscientific survey of airshow vendors jibed with numerous comments from individual pilots: despite the less-than-ideal weather this year, sales of aircraft and other aviation gear proceeded. These smaller, sector-focused shows clearly remain successful. I rush to observe November is commonly a very predictable time of year in Florida, with temperatures in the high 70s / low 80s with clear blue skies. This year not so much but I'll bet next year will return to normal. Temperatures are already back to almost 80° today.

Seamax is a clean, lean flying machine.

Deland Showcase is much like the boat shows I used to marvel at in my former home of Minnesota. In that northern, almost-Canada state, huge boat shows were staged in the dead of winter, when snow and ice covered the surface and most boats were hidden in warm storage facilities. Why? Because decisions to acquire a new boat happens months before the lakes thaw. Likewise, heading into winter is a great time to plan for spring when recreational aircraft come out of hangars and take to the warming skies. Given a few months lead-time for a new aircraft — common to many builders — ordering in fall can mean delivery as the season arrives across the continent.

Here's Seamax, LSA Seaplane

If you can buy boats in Minnesota when the temps are minus-20°, why not consider a sweet little seaplane like Seamax. I call it "little" deliberately, not just to be charming (though I think that adjective qualifies as well).

Miguel Rosario is the designer of Seamax hailing from southern Brazil. (He speaks excellent English.)

Seamax designer, Miguel Rosario, acknowledged my judgment that Seamax is a performance aircraft within the LSA seaplane category. How does the aircraft earn such a call? In one simple way: empty weight is surprisingly low 715 pounds. Fabric-covered wings are one of many ways Miguel keeps Seamax weight on a diet. Indeed, Miguel believes the 100-horsepower, carbureted, Rotax 912 ULS is a beautiful engine choice with a lower price tag, lower weight, and less complexity that makes for easier installation. He did acknowledge that the ULS might be even better with a single curb — one that would require no balancing between the two present-day carbs — but otherwise he loves the older engine. Nonetheless, because many do like the idea of the newer, more fuel-efficient, fully electronically-controlled engine from Rotax, Seamax aircraft displayed a fresh new model with a 912iS engine and loaded with a beautiful dual screen Garmin G3X Touch instrument panel. Even the seats still had plastic protective covers on them as you’ll see in the video below.

Embry Riddle and DeLand Sport Aviation Village

Because I heard a Seamax delegation investigated the new incubator project at the Deland airport. I inquired if they would remain in their position at Embry Riddle Aeronautical University.

A customer's brand-new Seamax features dual Garmin G3X Touch screens plus the Rotax 912iS fuel-injected engine.

The answer is yes, because Embry Riddle offers them, for example, access to a wind tunnel that few other light airplane producers can employ. In addition, students at the university assisted with a Seamax customer survey that was valuable to the company. Having such a prestigious address associated with their name is never a bad thing.

Yet for the messier process of manufacturing these airplanes in the U.S. — which remains a goal — DeLand’s new development across the field from the Showcase event is a worthwhile exploration for the Brazilian company. Because DeLand and Daytona Beach-based Embry Riddle are only a 20 minute drive apart, this can be a workable combination.

Talking to Miguel and U.S.-based Shalom Confessor, both acknowledged that after a gradual start to establishing an American outlet they are seeing more activity from U.S. buyers. They seem pleased with the state of sales development in America.

Seamax offers folding wings which can be done by one person, using this handy disconnect lever at the wingtip.

When I asked Miguel about his Norway market, a country that gave a nice boost initially to Seamax, he said interest was still strong in that Nordic country but the USA now represents their largest single target market. Manufacturing in the USA is an activity that could also support export sales to other countries. The process may be easier for worldwide distribution then from Brazil, which retain some of its exporting difficulties. Presently, more than 150 Seamaxes are flying around the world. Miguel seems one of those always-on designers, never resting. While I agreed not to reveal any plans in the works, the years ahead could foresee interesting new developments for this company and this designer. Having achieved so much already, it’s worth paying attention to what Miguel Rosario does. I will certainly do so. See our flight review video from last year at DeLand in this longer video, but right below, I hope you’ll enjoy this short video shot this year revealing a pair of SeaMaxes at DeLand Showcase 2019. Stay tuned for more!

https://youtu.be/aRf5oyPwf3w

Saturday was the final day of the last airshow of 2019. DeLand Showcase 2019 suffered its chilliest weather of the four years it has been operating. Nonetheless, my unscientific survey of airshow vendors jibed with numerous comments from individual pilots: despite the less-than-ideal weather this year, sales of aircraft and other aviation gear proceeded. These smaller, sector-focused shows clearly remain successful. I rush to observe November is commonly a very predictable time of year in Florida, with temperatures in the high 70s / low 80s with clear blue skies. This year not so much but I’ll bet next year will return to normal. Temperatures are already back to almost 80° today. Deland Showcase is much like the boat shows I used to marvel at in my former home of Minnesota. In that northern, almost-Canada state, huge boat shows were staged in the dead of winter, when snow and ice covered the surface and most boats were hidden in warm storage facilities.

DeLand Day 2 — Safety First, Right? Here Are Two Ideas that Can Make Light-Sport Aircraft Safer

By Dan Johnson || November 16, 2019 1 Comment (Edit)

As the show concludes tomorrow, I will resume focus on aircraft with more news and fresh video. For now, please consider these two products.

Teknofibra's Miraculous Cloth

I recorded video with developer and company founder Alessandro Molteni watching as his U.S. representative Mark Harper did a demonstration like you see in the nearby photos.

It looked for all the world like a visual trick — the way a magician or sleight-of-hand artist might fool you. Yet I stood right nearby watching a live person hold a blue-flame torch up to the palm of his hand, protected only by a soft cloth of 4 millimeters (about 1/6th of an inch or about a stack of 3 dime coins). That was the only barrier between tender human skin and a hot fire of more than 2,000°F.

Mark admitted to being nervous before doing this demonstration the first time but he seemed no worse for the wear after applying the scorching torch to the cloth on his hand for more than 30 seconds.

To say I was impressed would be gross understatement.

Working with Teknofibra

The magical material is made of carbon fiber (about 80%) and the balance a closely-guarded secret. Soft to the touch, something like felt, Teknofibra cuts easily with a scissors and does not produce fibers that are harmful.

Ceramic fibers may have similar heat resistance but working with such material requires a breathing filter, gloves, and other protective clothing. If you've ever rubbed again fiberglass insulation with bare skin, you know how uncomfortable that is and it can itch for days. Ceramic fiber is said to be much worse. Teknofibra seems innocent in comparison.

Taking the material directly from Mark after his blowtorch demo, the cloth felt only slightly warm. It appeared completely unaffected and is comfortable enough against the skin that you could make fire retardant clothing from it, I imagine.

Uses of Teknofibra

Mark Harper is not an aviation guy. His business supplies high-end motorcycle racing. One use is to protect fiberglass body parts from hot exhaust pipes near the bodywork. Alessandro said it is widely used in auto racing and customers include a wide range of top names in that field. The uses are potentially endless.

For pilots… the uses are arguably even more valuable because of the seriousness of an in-flight fire. A firewall protected with material about 8 mm thick (a little more than a quarter inch) can be mated to a thin foil on one side and with an adhesive on the other. Recall it can easily be cut to fit precisely.

In addition electrical wires and fuel lines can be wrapped with material. Teknofibra supplies this in pre-made tubes of many dimensions. For an airplane manufacturer or kit builder, this would be a great finish. Airplanes already flying can use a sheet form of the material with strategically-placed adhesive so you can wrap the wires or fuel lines.

Still Not All the Value

Fire resistance is certainly a worthy application of Teknofibra but it also has very significant sound deadening capabilities. A test stand involving an 8-inch wide tube into which was inserted a sheet of the 8 millimeter (or so) material such that it filled the inside diameter of the tube. At the bottom was an electric bell.

When the Teknofibra was in the tube I could hear the bell ringing but it was clearly muted. When Mark pulled out the Teknofibra inner cylinder, the bell was at least twice as loud, maybe more.

Imagine not only the firewall but your cockpit side panels, floor, and ceiling being lined with Teknofibra before the interior finish was applied. You might quiet your cockpit fairly dramatically and that can reduce pilot fatigue.

Technically-inquisitive readers can go to Teknofibra's page, which explains how the material works.

Ah, but such a remarkable material must be very expensive, yes? Nope. A firewall for a common Light-Sport Aircraft might cost around $100-150. Surrounding the entire cockpit with the miracle fiber might run $1,000 but you'd have one of the quietest (and safest) cockpits anywhere. Compared to the cost of many LSA today, that seems a modestly-priced and worthy option. Contact Mark at his website to learn more.

Anti-Explosion Fuel Tank

I did not get to examine this in the same way as Teknofibra, but the Skyblazer 1 gyroplane from Italy has a special fuel tank under the aft seat. This seems another worthy development to consider. The idea is not new but imagine experiencing an aircraft accident where no fuel can be spilled. Fire danger drops sharply.

These cost more than standard fuel tanks, but I was told by a reliable source that a completely filled anti-explosive tank — sometimes called a "safety tank" — can sustain a drop from 100 feet without rupturing. Several light aircraft makers use such tanks to increase safety.

Put anti-explosive tanks and Teknofibra together and you significantly increase fire safety for airplane occupants. Doesn't that seem worth further consideration?

As readers of ByDanJohnson.com know, we enjoy keeping a tight (though not exclusive) focus on the aircraft we love to fly. That approach is not changing but I discovered two products at DeLand Showcase 2019 that can make airplanes safer, perhaps much safer. As the show concludes tomorrow, I will resume focus on aircraft with more news and fresh video. For now, please consider these two products. Teknofibra’s Miraculous Cloth I recorded video with developer and company founder Alessandro Molteni watching as his U.S. representative Mark Harper did a demonstration like you see in the nearby photos. It looked for all the world like a visual trick — the way a magician or sleight-of-hand artist might fool you. Yet I stood right nearby watching a live person hold a blue-flame torch up to the palm of his hand, protected only by a soft cloth of 4 millimeters (about 1/6th of an inch or about a stack of 3 dime coins).

DeLand Day One — SunDancer Motorglider from Distar; Cruise Cross Country or Power Down and Soar

By Dan Johnson || November 15, 2019 5 Comments (Edit)

Opening day at DeLand Showcase 2019 got off to a solid start. Most of the sold-out exhibit spaces were populated with aircraft despite the rush of colder, turbulent air from the north on Wednesday. While it was not the blue sky day that often visits Florida this time of year, winds died down nicely and a decent crowd of interested pilots were on-site though not all displays attracted as many visitors. Flying activity was generous including a midday favorite from Sebring and Sun 'n Fun: Manufacturer's Showcase, which refers to a period of flying activity not the event. Aircraft representatives put their airplane through aerial paces one at a time, allowing more impressive demonstrations of their aircraft. All the action is close enough that attendees can see them well. This is similar to the flying on the grass strips of Paradise City or the Fun Fly Zone at Lakeland or Oshkosh. People appear to love it. Forums appeared well attended when I had a chance to look and DeLand Showcase volunteers were everywhere in their blue shirts. As it has for three previous years, DeLand was well executed. Good job to Jana Filip and her whole team!

Distar's SunDancer Motorglider

Michael Tomazin flew from California with Distar Production manager Elias Khelil to attend DeLand Showcase 2019. They flew 3,000 miles to do so as they wandered around to fly over spectacles such as the Rocky Mountains, Monument Valley, and Grand Canyon. How's that for a view of America? Elias was thrilled with the experience to span this vast country, several times his home land of the Czech Republic.

SunDancer may be consider two airplanes in one, partly as it can be either a very efficient and surprising speedy cruiser or a motorglider capable of genuine soaring flight, but also because it comes with two wing extensions. SunDancer motorglider can exchange removable wing extensions boosting wingspan from 42 feet 8 inches (13 meters) to 49 feet 2 inches (15 meters). Glide goes from a respectable 26:1 to 30:1. If you've never thought about what that kind of reach means, try drawing a 30:1 line on a computer or graph paper (for reference, 1:1 is a 45° slope). If you're precise what you'll see looks essentially like a horizontal line. From 6,000 feet you can glide to almost any point you can see, presuming no wind resistance. Of course, this is also the reason why speed brakes are valuable; you'd be hard pressed to land on a long runway because SunDancer might keep gliding right past the end.

Clearly, cruising from the West Coast to East Coast shows SunDancer to be a serious travel machine for two occupants. Tomazin said you can range 800 miles and carry 100 pounds of baggage. SunDancer grosses at 1,320 pounds like most LSA but has a fairly light empty weight of 639 pounds. It is powered by either the 80- or 100-horsepower Rotax 912.

Special Motorglider Benefit

Because Sun Dancer can be registered as a motor glider, it benefits from a special exception from FAA. No medical is needed but even better if a pilot has been denied a medical, you can still fly a motorglider. That's not true for a Light-Sport Aircraft.

According to FAA Part 61.23, "A person is not required to hold a medical certificate … when exercising the privileges of a Sport Pilot certificate with privileges in a glider or balloon," with the definition of a glider being "…a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine." SunDancer easily qualifies. Here's further motorglider advice compliments of Jim Hanson writing for our friends at Midwest Flyer (see his whole article here but note most motorgliders he discusses are not LSA types): "Unlike LSA aircraft, they are not restricted to altitudes of 10,000 feet." That's good since a soaring machine limited to 10,000 feet would be unnecessarily restricted. Note the photos the oxygen bottle aft of the seats.

"With their large wing area, [motorgliders] offer low stall speeds, fast climb, and near-STOL capabilities. They usually employ glider-like spoilers or airbrakes for direct lift control and steep descents." Speed brakes offer both dramatic and precise lift control despite their relatively small size; one secret is the exact placement on the wing's chord. Their power and usefulness prompted Hanson to add, "Once you fly an aircraft with spoilers, you’ll wonder why every airplane doesn’t have them." No question, motor gliders have their intriguing qualities and might deserve serious attention. Priced quite reasonably (definitely so compared to motor gliders like a Stemme S-12), SunDancer is a good value at around $135,000. Here's a short video recorded at DeLand Showcase 2019. A more detailed video will follow later.

https://youtu.be/5cst3loVGTU

Opening day at DeLand Showcase 2019 got off to a solid start. Most of the sold-out exhibit spaces were populated with aircraft despite the rush of colder, turbulent air from the north on Wednesday. While it was not the blue sky day that often visits Florida this time of year, winds died down nicely and a decent crowd of interested pilots were on-site though not all displays attracted as many visitors. Flying activity was generous including a midday favorite from Sebring and Sun ‘n Fun: Manufacturer’s Showcase, which refers to a period of flying activity not the event. Aircraft representatives put their airplane through aerial paces one at a time, allowing more impressive demonstrations of their aircraft. All the action is close enough that attendees can see them well. This is similar to the flying on the grass strips of Paradise City or the Fun Fly Zone at Lakeland or Oshkosh.

DeLand 2019 Preview — Too Cold at Home? Come Fly Light-Sport Aircraft and More

By Dan Johnson || November 13, 2019 4 Comments (Edit)

As snow swirls in the air and piles up on the ground in the northern latitudes, perhaps it’s a good time to think of Florida… specifically, DeLand, Florida. Admittedly, the weather in the southern state is presently experiencing a chill as cold air rushes down from the north. It may not even hit 70° today!

You can relax, though. It should warm up to more respectable temperatures as the show starts and continues. So this seems like a great time to attend the DeLand Showcase 2019 that starts tomorrow (November 14th). With Florida in mind, let’s talk seaplanes. To put a finer point on it, let’s talk highly affordable seaplanes from a company based right at DeLand. You might have guessed I’m talking about Aero Adventure. Along with Aerolight 103 producer, U-Fly-It, Aero Adventure is one of the light aircraft manufacturers based at the home of the DeLand Showcase.

Seaplanes Are Costly …Or Are They?

Aero Adventure's Aventura arrived on the scene in the 1990s. Around 300 are flying, so the model has lots of history. Prices depend on so many variables that it is foolish to quote exact numbers here. Please check with the company for the most recent information.

However, I have inquired on several occasions to learn an Aventura kit can get airborne for just over $50,000. The base airframe kit is less than $40,000 and you have several engine options including Rotax or AeroMomentum's highly-refined Suzuki engine conversion. This is the powerplant for the company's impressive S-17 model (with 117 horsepower, the source of the model designation). The current team has been lead by Alex Rolinski for the last several years. He is closely assisted by Alex Gutierrez who runs the daily operation while the other Alex devises strategy and pursues new directions (for example, a related company's product, the fascinating WingBug).

A flock of Aventura aircraft gather on St. Johns island in the Caribbean.

A few years ago, the company embarked on a major redesign of the manuals. As every other kit aircraft builder in the world knows very well, designing and building a kit may be easier than creating a quality manual to help builders assemble their new airplane. Alex and Alex, with help from others, report going over the entire design thoroughly and today builders credit the job. However, if you don't feel up to the task — it will take the average builder around 250-300 hours — Alex Gutierrez and crew can help you get underway or can help supervise the entire effort. As part of their expanding operation, Aero Adventure promotes another business for those ordering a kit. In the video below, you can hear Alex and Alex describe some of the kit and talk about how they can help you. Meanwhile, let me introduce you to Walstrom Aviation. As Aero Adventure focuses on new projects (more on that later but I will hint that fully-built Aventuras may become available), this Florida enterprise stepped up to assist.

Making a Splash

"The kit is available as a full kit or sub assemblies to meet your time, space and budget requirements," said Walstrom. "Our customers are reporting completion rates of between 250-300 hours." They say you can complete the kit in a few months of part-time effort. Certainly any kit taking only 300 hours is a modest investment of your time and energy but especially for a seaplane — they add some complexity due to retractable gear — this time investment seems very reasonable.

"Only basic shop tools are required and an assembly manual is provided with clear crisp details of each assembly," added Walstrom. "The airframe is aluminum (the structural part of the aircraft) and the hull is made from fiberglass (which simply provides flotation). All hardware and everything required to assemble the kit is included. All of the aluminum is anodized (inside and out) to maximize corrosion protection from the elements."

Walstrom is located in north of the state, not too far from Tallahassee or Panama City, in Alford, Florida. Contact them by phone at 850-630-1286 (or see link above).

Once you're done, go fly from land or water. For those of you presently shivering in the northern climates, Aventura has a door option and, in a moment of need, that hull can even put down in snow.

Walstrom further glowed, "These aircraft are capable of taking off and landing in less than 250 feet!" In Florida or other suitable climates, Aventura's open-sided cockpit lets the wind whistle through your hair while you rest your arm on the window sill. Retractable landing gear is standard; it’s mechanically actuated or an electric linear actuator is available as an option. Learn more by attending DeLand Showcase 2019 or by visiting Areo Adventure at the DeLand airport. Get more info in the video below.

https://youtu.be/V6ppCwb2vA4

As snow swirls in the air and piles up on the ground in the northern latitudes, perhaps it’s a good time to think of Florida… specifically, DeLand, Florida. Admittedly, the weather in the southern state is presently experiencing a chill as cold air rushes down from the north. It may not even hit 70° today! You can relax, though. It should warm up to more respectable temperatures as the show starts and continues. So this seems like a great time to attend the DeLand Showcase 2019 that starts tomorrow (November 14th). With Florida in mind, let’s talk seaplanes. To put a finer point on it, let’s talk highly affordable seaplanes from a company based right at DeLand. You might have guessed I’m talking about Aero Adventure. Along with Aerolight 103 producer, U-Fly-It, Aero Adventure is one of the light aircraft manufacturers based at the home of the DeLand Showcase.

DeLand Showcase 2019 — Ending the Airshow Year for Light-Sport Aircraft and SP Kit Aircraft

By Dan Johnson || November 7, 2019 2 Comments (Edit)

In about one week, it all ends. Before then, DeLand Showcase 2019 is set to begin! As this is the last airshow of the year, it's also fair to say the season ends when DeLand show concludes. This year is the fourth annual event.

Since the Sebring show bid a final farewell last spring, DeLand will be the last light aircraft show until Arizona's Copperstate/Buckeye Air Fair in February, followed two months later by Sun 'n Fun. If you live in the eastern half of the USA, DeLand and Sun 'n Fun are separated by five months. Yikes! You can learn more about Copperstate/Buckeye in this video with the Vice Mayor. Next week on November 14-15-16, welcome to sunny, warm Florida.

Come to DeLand

I hope many of you who frequent this website will be heading to DeLand for the event starting next Thursday. Give a wave if you do! I'll be racing around collecting more material for this website and interviewing aircraft reps on video.

In the previous runnings of the DeLand Showcase, weather has been not just good but spectacularly good. One late afternoon last year experienced rain and some wind — after a full day of decent weather. However, every other day of DeLand has enjoyed temperatures in the low 80s (close to 30° for you Centigrade users) under sunny skies and with plenty of vendors to keep you looking (list below). Show Director Jana Filip, her husband Gary, airport manager John Eiff, and a significant army of volunteers do a marvelous job making sure things are set up right and run well during the event. Doing the bulk of the planning, Jana and Gary reveal years of experience, building in short order a new event that seems like it has ample experience. This is no big surprise as Jana was in charge of the Sebring Sport Aviation Expo for several years before being lured away by the City of DeLand to start up and run their new event.

In addition to the Showcase event, DeLand is creating a Sport Aviation Village where businesses can not only find a suitable hangar but can benefit from an "incubator" project where, for example, airplane builders could share a paint booth or costly CNC machinery. Possibilities abound and DeLand is leaping into the space with a focus on light aviation. In addition to a sky diving industry employing some 600 workers, DeLand is home to two busy light aircraft builders: U-Fly-It and their very popular Aerolite 103, plus Aero Adventure and their best-price-of-all-seaplanes Aventura line. Both enterprises are thriving at an airport and in a community that welcomed them. I could wish this was true everywhere. Like the Copperstate/Buckeye show in Arizona, DeLand Showcase has strong support from the city that also runs the airport. Top officials from the city come out to the show and are clearly interested. Such municipal backing is key to having a long-running and well-supported show. Vendors, Forums, special speakers, cool aircraft gear, and plenty of flying. C'mon on down!

What You Can Fly at DeLand

Follow this link to see all exhibitors signed up for DeLand Showcase 2019. As this website keeps a focus on aircraft you love, here's that list at present. Normally, more will show at the last minute.

Aero Adventure — Aventura, S-17
Aeropilot USA — L600
Aerotrek — A220, A240
Aviat Aircraft — Husky
Blades Over Me — Skyblazer 1 Gyroplane, AG915
Bristell Aircraft — Bristell, TDO (taildragger), RG
Cruiser Aircraft — SportCruiser
CubCrafters — CarbonCub
Distar — SunDancer, Samba
Evektor / Dreams Come True — Harmony
Evolution Trikes — Revo, Rev, Revolt, RevX
Flying Legend — Tucano
Icon Aircraft — A5
ICP Aircraft — Savannah, Ventura
Infinity Powered Parachutes — Commander 912/582, Challenger 503
InnovAviation — FX1
Jabiru / US Sportplanes — Jabiru J230D, J170D
Just Aircraft — SuperSTOL, Highlander
Lockwood Aircraft — AirCam
M-Squared — Breeze II, Breeze, CH-750
MagniFlight — Magni gyroplane line
Pipistrel USA — Sinus, Virus, Alpha
Planet PPG — Powered Paraglider line (wheeled or foot)
Seamax Aircraft — Seamax
SilverLight Aviation — American Ranger AR1 (open or enclosed)
Sky Reach / Sport Aircraft Canada — BushCat
Sport Performance Aviation (SPA) — Panther, Cougar
Stemme USA — S12 motorglider
Super Petrel USA — Super Petrel LS
Tecnam USA — P2008, P92, Astore, Sierra Mk 2, Twin, more
The Airplane Factory — Sling LSA, Sling 4, Sling TSi
Titan Aircraft — T51 Mustang replica, Tornado
U-Fly-It — Aerolite 103
Velocity Aircraft — TXL, XL-5, V-Twin, SE
Zenith Aircraft — CH-750, Cruzer, CH-650, CH-701

https://youtu.be/DiZzl6zpymo

In about one week, it all ends. Before then, DeLand Showcase 2019 is set to begin! As this is the last airshow of the year, it’s also fair to say the season ends when DeLand show concludes. This year is the fourth annual event. Since the Sebring show bid a final farewell last spring, DeLand will be the last light aircraft show until Arizona’s Copperstate/Buckeye Air Fair in February, followed two months later by Sun ‘n Fun. If you live in the eastern half of the USA, DeLand and Sun ‘n Fun are separated by five months. Yikes! You can learn more about Copperstate/Buckeye in this video with the Vice Mayor. Next week on November 14-15-16, welcome to sunny, warm Florida. Come to DeLand I hope many of you who frequent this website will be heading to DeLand for the event starting next Thursday.

The Amazon of Aviation — Aircraft Spruce is Busy All Over the USA; 300 Employees Strong

By Dan Johnson || November 3, 2019 Leave a Comment (Edit)

Aircraft Spruce's pilot shop at the Corona headquarters.

Spruce …and So Much More

Well, supplying wood to build airplanes is ancient history now, you might say. If you said this, you would not be alone but you'd be absolutely wrong.

Wood remains an important part of sales for Aircraft Spruce.

On a recent tour of the bustling enterprise headquarters in Corona, California, the first thing Bryan Toepfer showed us was the lumber shop. Even today, that shop was large and active with a longtime employee slicing lumber to order. "It's still a major part of the business," said Bryan, himself expressing some amazement at this fact. Bryan is known to many LSA owners and lots of Sport Pilot kit builders as he runs a related (but separate) business called California Power Systems. They have a busy operation representing Rotax Aircraft Engines and more. Yes, wood remains an important part of the business even though the 62,000 square foot facility was chock full of all manner of goods and gear that pilots and aircraft builders want to buy. Customers range from you and me to numerous airframe builders. Many of them buy essential materials from Spruce. The company also has a metal shop and a recently upgraded avionics shop where they can provide full wiring harnesses for nearly every kit aircraft in imagination. Of course, they have row after row of long isles with tall shelving units bursting with items all neatly organized by type and bar-coded for fast delivery. Get an order into Spruce before 4 PM and it will ship that same day. Heck, even gigantic Amazon can't do better than that.

Spruce Pops Up Everywhere (and not just their thick catalogs)

Now you know why I refer to this company the "Amazon of Aviation." Also like that other mail-order outfit, Spruce has multiple locations to hasten deliveries so those builder projects are not interrupted. ("Hell hath no fury like a aircraft kit builder delayed.")

Orders fill into ubiquitous plastic tubs that will be shipped same day.

Today, Spruce has operations in California, Georgia, Illinois, Alaska, and Canada. Plus, as airshow attendees know, you can find a substantial number of the most popular items at almost any event you attend. Among aviation brands, Aircraft Spruce is everywhere. More than 300 employees in those five locations provide more pilot gear than any other outfit in personal aviation. Even after decades of development and innovative operations plus acquisitions of several other enterprises, amazingly, the single product Mom Flo first offered still makes up a noteworthy share of the enterprise. "Aircraft Spruce & Specialty Company strives to carry everything a pilot could need, including pilot supplies and aircraft parts, always at the lowest prices," said company spokesmen we met on our tour. Spruce supplies components for a wide variety of homebuilt aircraft including the Lancair, Vans Aircraft, Cozy, Starduster and Europa, as well as factory built parts for Cessna, Piper, Beech, and Mooney. Yet it isn't all nuts and bolts (and wood).

Aircraft Spruce president Jim Irwin captures memories, frames them, and fills the facility's offices and halls with aviation images. "You can often find him here on a Sunday, changing or adding photos," said Bryan Toepfer.

Indeed, products include Garmin avionics, tools, charts, propellers, software, instruments, aircraft engines and parts, aviation headsets, landing gear components, and aircraft batteries. "We carry a full line of aviation grade hardware, covering supplies, composite materials, airframe parts, electrical components, and steel and aluminum," said Spruce managers. Bob and Flo's oldest son Jim Irwin grew up in the business, working in jobs such as cutting metal and spruce, pulling and shipping orders, and managing kit programs such as the Vari-Eze back in 1975 while still in college. In 1978, Jim acquired the company and became president in 1980 joined by his wife Nanci. Today, it's a full family affair with three of Jim and Nanci's sons — Mike, Jeff and Rob — filling management positions with the company. The Irwin family remains based in Southern California but in 2004, Aircraft Spruce East moved into a new 52,000 square foot facility in Peachtree City, Georgia. As we toured the California operation, Bryan explained that the Georgia operation is identically-laid-out to the Corona warehouse and it does approximately the same amount of business.

Mom Flo Irwin, seen at Fullerton Air Parts in the 1960s, later started Aircraft Spruce in the family home.

Aircraft Spruce Canada was opened in Toronto in December 2006 and now operates from a 20,000 square foot distribution center at the Brantford, Ontario Airport. In 2019, Aircraft Spruce opened two new facilities to better serve the Midwest and Alaska markets. Aircraft Spruce Midwest operates in a 50,000 square foot facility in the west suburbs of Chicago and Aircraft Spruce Alaska occupies a a 15,000 square foot building in Wasilla, Alaska. Add it up and you find a 54 year-old enterprise with a total of 400,000 square feet in five facilities. Does my Amazon comparison sound about right?

Images for this post came from a 2015 video titled, "EAA Chapter Videos—Inside Aircraft Spruce," where you can learn more about this dynamic company. https://youtu.be/FBJeL_zHm7c

You know Aircraft Spruce. So do all your flying buddies. Cutting to the chase, if you are involved in airplanes other than airlines and military, you not only know Aircraft Spruce, you’ve probably bought from them. Raise your hand if you never ordered from “Spruce,” as many abbreviate it. OK, no hands. I thought so. It wasn’t always so. When current president Jim Irwin was a lad, his mother Flo and father Bob ran Fullerton Air Parts. After a decade mom Flo Irwin started another business at home, featuring a single product: aircraft-grade lumber …hence “Aircraft Spruce.” Spruce …and So Much More Well, supplying wood to build airplanes is ancient history now, you might say. If you said this, you would not be alone but you’d be absolutely wrong. On a recent tour of the bustling enterprise headquarters in Corona, California, the first thing Bryan Toepfer showed us was the lumber shop.

Open Cockpit or Enclosed, SilverLight’s AR-1 Impresses — SLSA Gyroplanes Are Coming!

By Dan Johnson || October 24, 2019 6 Comments (Edit)

For years, more than a decade, the U.S. gyroplane producer community tried to persuade FAA to allow fully built Special Light-Sport Aircraft gyroplanes into the USA.

"No dice," said FAA! With perspective, it turned out only a small group was opposed but so strong was their hand at the time that FAA leadership could not break the logjam. Now, that appears to be solved. I write "appears" as we won't know for certain until FAA releases their NPRM on the program widely known as MOSAIC. Best guess, this won't come for at least a couple more years but the plans inside FAA are maintaining support at the highest levels of the agency and that gyroplane logjam definitely appears to be loosening. Amen! That was a long time coming. Maybe you don't care. Maybe you aren't interested in rotor-winged aircraft. I didn't think I was either until I flew a few of these and most recently got some worthy instruction from Greg Spicola, who does gyro flight instruction and transition training for SilverLight.

SilverLight Rising

Abid Farooqui's SilverLight Aviation is an emerging force in gyroplanes, adding to a growing list of American producers that got back into the game after the Europeans put their mark on these spinning-wing aircraft. SilverLight is based alongside the Zephyr Hills, Florida airport affectionately known to its many sport aircraft users as "Z-Hills." In earlier times, Bensen Gryocopter led development of these aircraft, although other developers were also active. A well-known gyro pilot name Ken Brock did impressive and convincing airshow routines that showcased the capability of these small flying machines. Interest began to bubble but so did some problems. In those days, the tailplane of gyros of the day was small and, in less experienced hands, some accidents and losses of life occurred. Aviation media may have exaggerated the danger but the damage was done and gyros retreated from visibility, even as a small cadre of enthusiasts kept the segment alive.

Along came European developers like Italy's Magni Gyro and Germany's AutoGyro, followed by several others. They made numerous improvements but among them was the now-standard tailplane located further aft and with more vertical area. That and better pilot preparation resulted in a much better safety record and European pilots began to embrace these aircraft. Sales took off, so much so that leading engine producer Rotax reported more 9-series engines were being sold to gyroplane builders than any other aircraft subgroup. American entrepreneurs took note, Abid Farooqui's SilverLight among them.

Flies Like a Fixed Wing… Almost

The video below conveys more information I learned in a training session with Greg in the fully enclosed AR-1 Ranger from SilverLight. The short answer is that fixed wing pilots will find more similarities than differences when they sample a gyroplane following years of flying conventional aircraft. Certainly, pilots with no rotary experience need transition training. A few critical differences — such as making an abrupt taxi turn while the rotor still has a lot of spin and the use of power or pitch while aloft — clarify that these aircraft are not fixed wing machines. Nonetheless, you largely fly a gyroplane much like a fixed wing. Gyros are quite distinct from helicopters.

That said, FAA is to be commended for finally including fully built Special LSA gyroplanes in their proposed new regulation. Given their general ease of operation, excellent performance in winds too strong for some light aircraft, compact storage in a hangar or trailer, and the relatively modest cost of acquiring a gyroplane, it seems likely we will see more of these aircraft in the years ahead. Here's our Video Pilot Report flying the SilverLight AR-1 Ranger with full enclosure: https://youtu.be/qIJPGX0G1Tc

For years, more than a decade, the U.S. gyroplane producer community tried to persuade FAA to allow fully built Special Light-Sport Aircraft gyroplanes into the USA. “No dice,” said FAA! With perspective, it turned out only a small group was opposed but so strong was their hand at the time that FAA leadership could not break the logjam. Now, that appears to be solved. I write “appears” as we won’t know for certain until FAA releases their NPRM on the program widely known as MOSAIC. Best guess, this won’t come for at least a couple more years but the plans inside FAA are maintaining support at the highest levels of the agency and that gyroplane logjam definitely appears to be loosening. Amen! That was a long time coming. Maybe you don’t care. Maybe you aren’t interested in rotor-winged aircraft. I didn’t think I was either until I flew a few of these and most recently got some worthy instruction from Greg Spicola, who does gyro flight instruction and transition training for SilverLight.

The Changing Face of Light-Sport Aircraft — Speed and Safety Behind Single Lever Control

By Dan Johnson || October 17, 2019 2 Comments (Edit)

First, a caveat: While FAA is communicating some of the ideas they are planning for LSA this is an effort of rule writing likely to see more changes. What LAMA reports to its members and what we provide here is not certain …although it remains well supported at the top of FAA. Even higher in the federal hierarchy, the Department of Transportation recently gave a go-ahead to continue their work. Not all currently planned ideas may survive either the internal debate nor the public comment period.

Single Lever Control In-Flight Adjustable Prop

This phrase, Single Lever Control, communicates two things: (1) that the system on the airplane seen in the video adjusts the prop to optimal pitch for the phase of flight, and (2) that the system does so based on the pilot's movement of the throttle combined with its own information about parameters of the aircraft at that time. In short, call it an "auto prop."

Progressive Aerodyne's Searey is the leading LSA seaplane on the market today. It is the test airframe for RS Aerotech's single lever control system.

The idea of an "auto prop" (my term) is that when you are taking off, the propeller should pitch for climb. Once aloft at altitude and when the pilot has retarded the throttle but the aircraft knows its height, the prop should automatically go to cruise pitch. Importantly to FAA and its desire for "safe, simple, easy to fly" LSA, the pilot workload is minimal. Move the throttle where you want and the airplane knows how to pitch the prop. While others will also enter this development field, RS Aerotech is the pioneer and has been accumulating test results for several years. However, Cirrus has used a SLC system for many years. A subtle difference is that Cirrus still requires a lever for mixture where a Rotax iS-series engine handles that function for the pilot… a true Single Lever Control setup. Those interested in more technical details and plans than presented in this brief post can review RS Aerotech's slide presentation (most devices should show this easily; if not use the company link above and click or tap on the "Downloads" tab).

Michael Stock said, "In general, all propellers which are not in-flight adjustable are a compromise between take-off and climb performance (power) and cruise flight (speed, endurance). They cannot work at maximum efficiency in both flight regimes." He added, "Propeller thrust for take-off and climb can be up to 30% higher if the propeller blade angle is perfectly adjusted at all times." The problem is that FAA, by regulation in place since 2004, only allows a ground-adjustable prop. The agency's thinking 15 years ago revolved around "safe, simple, easy to fly" intended for all aircraft in the LSA category. That philosophy has not changed; they continue to repeat the line as a guide to their proposed regulation. However, a ground adjustable prop can be done poorly. Mistakes can be made if the person making the adjustment does not have training or experience.

Safety Argument

When LAMA personnel went to Washington DC to advocate on behalf of pilots and producers in the light aircraft sector, we knew the argument could not be that we wanted an in-flight adjustable prop to go faster. The truth is that many LSA can already hit the speed limit enforced by the current regulation.

CPS' Bryan Toepfer shows off a newly received Rotax 915iS engine.

"It's not about speed; it's about being able to safely get in or out of a shorter field yet still cruise at whatever speed the airframe was designed to reach," we told FAA. A personal experience departing the Sun 'n Fun Paradise City airstrip brought home the safety point. The 1,400-foot grass strip should be more than adequate for a LSA but the particular model (Glasair's now discontinued Merlin LSA) had been fitted with a cruise prop for the long flight from Washington State to Florida. Since this was a typically heavy prototype, this left the design with insufficient thrust on a shorter turf runway. To their credit, the FAA executives hearing the argument rather quickly agreed; after all, single lever control does not increase pilot workload therefore maintaining the "safe, simple, easy to fly" baseline.

RS Aerotech's Searey with Rotax 915iS engine, MT prop, and single lever control.

"An in-flight adjustable propeller for LSA should be controlled automatically and not require operation by the pilot," explained Michael Stock. "An automated blade pitch control system for LSA must provide a 100% fail-safe behavior at all times."

Fuel injection and ignition of the iS-series of Rotax engines is controlled by a redundant Engine Control Unit (ECU) that uses two individual sets of injectors/spark plugs per cylinder. The ECU controls the fuel-to-air mixture and the ignition timing electronically to optimize fuel consumption and engine performance. The ECU also monitors all engine parameters continuously. Michael summarizes the positives for the system he has developed and continues to test:

Single lever control of engine power and thrust; 100% fail-safe behavior through mechanical limitations
Real time adjustment of engine and propeller parameters:
- Maximum thrust during take-off and climb and
- Maximum efficiency and endurance during cruise flight
Up to 30% more thrust compared to fixed-pitch propeller
Fuel savings in cruise flight (environmentally friendly, spend even more time in the air!)
Improved situational awareness through his Power Margin Indicator instrument
Simple installation, seamless integration into the Rotax 912iS engine system

Here's a video look at RS Aerotech's Searey with the Rotax 915iS installed. https://youtu.be/gRulsokCYOE

In mid-October, FAA provided another update to the Light Aircraft Manufacturers Association. It speaks to bigger — and faster — flying machines ahead for Light-Sport Aircraft. Let’s look at one aspect of the regulation-in-progress. First, a caveat: While FAA is communicating some of the ideas they are planning for LSA this is an effort of rule writing likely to see more changes. What LAMA reports to its members and what we provide here is not certain …although it remains well supported at the top of FAA. Even higher in the federal hierarchy, the Department of Transportation recently gave a go-ahead to continue their work. Not all currently planned ideas may survive either the internal debate nor the public comment period. Single Lever Control In-Flight Adjustable Prop This phrase, Single Lever Control, communicates two things: (1) that the system on the airplane seen in the video adjusts the prop to optimal pitch for the phase of flight, and (2) that the system does so based on the pilot’s movement of the throttle combined with its own information about parameters of the aircraft at that time.