Dan Johnson, Author at ByDanJohnson.com

Sexy Arion Lightning Taildragger; a Beautifully-Done Homebuilder Project

By Dan Johnson || July 14, 2017 11 Comments (Edit)

I readily admit I find Arion's Lightning LS-1 (the Special LSA model designation) one of the most handsome in the Light-Sport fleet …which is saying something as we enjoy dozens and dozens of quite beautiful aircraft in this sector. It's also all-American, referencing its design and manufacturing. Lightning lives up to its name, running easily to the 120-knot maximum for LSA, especially when powered with a very muscular six-cylinder, 120 horsepower Jabiru 3300 powerplant. Every Lightning to date has been a tricycle gear airplane and, honestly, for most pilots, that is the right choice. However, like many aviators, I love the look of a tail dragger so when I stumbled across the one you see in the photos, I did a double take. Whoa! That looks hot! What you see here is a product of seven years of work by builder/owner Mike Lotz. I asked him to tell me about it and he offered enough that I'm going to let him tell his story. Mike wrote:

"My wife, Kathy, and I live in Chautauqua County in western New York. I've flown a converted Piper Colt out of a small grass strip airport (D79) at the end of Chautauqua Lake since 2004. After a few years , I thought I would like something a little 'zippier.' "In 2008 I came across the Lightning at Oshkosh. I loved the look and specs for being a Light-Sport. I spoke with company boss and designer, Nick Otterback, and asked about the possibility of a tail wheel version. He thought that might be a possibility down the road. "I saw Nick again the next year but still no tail wheel. However, I did schedule a demo ride. I was sold and bought my kit." About this project, Nick wrote, "Home builders are a resourceful group. We don't offer a tailwheel yet, but Mike went and did it! She looks so sexy with her low tail! "That's a big undertaking," said another Arion follower, Leroy Brandt.

How did Mike Lotz do it?

"While doing first basic construction steps, I kept toying with the tail wheel idea. I started researching plans and books: Tony Bingelis' Sportplane Builder and my favorite, Ladislao Pazmany's Landing Gear Design For Light Aircraft.

"While in construction, I decided I would commit to the tail wheel conversion. At the same time, just to see if it could be done, I decided to modify Lightning's controls to create center stick, another thing the factory had not done. I thought this would make entry easier and also let my wife have her own uncluttered space. This was my first project and at the rate I was going, I figured I wasn't going be doing too many of these so I wanted to do this one exactly how I wanted it. "I contacted Nick and got some better clarity on center of gravity and possible wheel positions and applied them to Pazmany's formulas until everything came in within the guidelines. Theoretical weight and balance and prop clearance were also considerations. I am a retired machinist, so the metal work and fixturing was very familiar to me although I did have to 'tune' up my welding for about a year and a half before I attempted the landing gear legs and supports.

"At this time I've got about 2,500 hours into it. Although the empty CG moved a little more than an inch aft with the tail wheel, we are still well within the envelope and Light-Sport limit with two people and 20 gallons of fuel. "I'm using the Jabiru 3300 and without the nose wheel, I hope to add a few miles an hour in cruise and lose a couple on landing." Wisely, Mike hasn't decided if he'll do the test flight on his Lightning TD. "I've spent more time building than flying lately," Mike admitted. This is a common, smart move… to let a person other than the builder do the test flight. Mike continued, "Buzz Rich, who is very involved with Nick at Lightning and has a ton of time in the Lightning and tail wheels, has offered to do the first flights and it would be a kick to get his take on my project if we can work it out. I'll be flying amateur built but Lightning TD will come within Light-Sport limits.

"This is way more plane than I could have ever imagined for myself." Make is both clever with technical skills and is diplomatic as he added an essential thank-you note. "Thanks to my wife Kathy for the great seats she sewed, for helping me move, lift, hold, and generally assist in the barn and for tolerating airplane parts in rooms around the house for seven years now. In fact, I think she misses the propeller not being in the living room anymore." Mike also added thanks to Nick, Mark, and Buzz at Arion Aircraft. So, now that you know Mike's story, what will you do this weekend?

I readily admit I find Arion’s Lightning LS-1 (the Special LSA model designation) one of the most handsome in the Light-Sport fleet …which is saying something as we enjoy dozens and dozens of quite beautiful aircraft in this sector. It’s also all-American, referencing its design and manufacturing. Lightning lives up to its name, running easily to the 120-knot maximum for LSA, especially when powered with a very muscular six-cylinder, 120 horsepower Jabiru 3300 powerplant. Every Lightning to date has been a tricycle gear airplane and, honestly, for most pilots, that is the right choice. However, like many aviators, I love the look of a tail dragger so when I stumbled across the one you see in the photos, I did a double take. Whoa! That looks hot! What you see here is a product of seven years of work by builder/owner Mike Lotz. I asked him to tell me about it and he offered enough that I’m going to let him tell his story.

Summertime is Float Flying Time; Legend Cub Has the Gear

By Dan Johnson || July 13, 2017 2 Comments (Edit)

When summer rolls around and the sweat rolls off, it's a perfect time to think about float flying. In the Light-Sport Aircraft or light kit-built airplane space, you are lucky to have a broad number of choices. This includes seaplanes (with boat hulls), floatplanes (land planes equipped with floats) or either of those on aircraft such as weight-shift trikes. Legend Cub is a modernized version of the old Piper Cub. Sulphur Springs, Texas-based Legend was an early entrant to the LSA world. They've done well enough under the leadership of Darin Hart to occupy the #5 spot on our all-time-fleet ranking of Special LSA; they are one of only five LSA producers with more than 200 aircraft registered with FAA. American Legend flew a float-equipped Legend Cub way back on March 11, 2005 even before the first Special LSA were accepted by FAA.

Legend's floatplane offering boasts advantages. "It weighs less than comparable aircraft, cost less, and came with the added advantage of doors and windows on both sides of the cockpit," observed the company. This design feature — not present on the original Piper models — is especially appropriate for float-equipped aircraft, offering egress from either side while docking. Legend FloatCub comes standard with dual entry doors and windows, dual wing tanks, a larger cabin, and electric start (also not on Piper's iconic original). "You have a choice of engines, including the 100-horsepower Continental O-200-D — the lightened one made expressly for LSA — or a 115-horsepower Lycoming YO-233. "Each provides plentiful power for serious seaplane pilots," reported Legend. Although popular with customers, many of the Cubalikes face weight challenges. Legend has worked to trim weight in numerous ways. "We're obsessed with shedding weight," said Legend, "but it's not easily done." On light aircraft weight is generally reduced by ounces not pounds.

Who wouldn't love the idea of taxiing down the ramp right out of your hangar and into the water like this owner can.

"With useful load maximized on Legend Cub designs, Carbon Fiber Floats are available for all current models," noted Legend, "including our open cowled AL3 and the Lycoming or Titan-equipped Super Legend AL18." Net weight gain on a Legend Cub with amphibious LF1500A floats is minimal due to a 75-pound reduction from removing the wheeled landing gear, the company added. This adds to the 110 extra pounds allowed for a LSA seaplane. Nonetheless, "Making an amphibious LSA was a challenge. The target weight for the floats was 240 pounds or less. The weight of our floats came in at 235 pounds." By June 2015, American Legend announced its own Carbon Fiber Floats. "Our floats offer superb strength, and are optimized for performance with our factory-built Legend Cubs as well as kit-built aircraft," said Legend. "Floats have to support at least 90% of the aircraft's weight to be approved by the FAA. We went beyond that. The aircraft weighs 1,430 pounds. We stress tested the floats to a 1,600 pound load."

Add a trolling motor to Legend's floatplane like another owner did and you can make a fishing platform out of Legend AmphibCub.

According to various reports including my own experience, a Legend Cub equipped with Legend Floats still feels much like the wheel-equipped model in flight. "The floats are aerodynamically smooth, providing some lift and negating any drag or weight concerns," boasted Legend. Jim Lawrence, who used to write for this website among other publications did a pilot report published in Plane & Pilot magazine's September 2011 issue. Here's what he had to offer: "Flying the AmphibCub is pretty much like flying a Cub. The control inputs require firmness, and response in pitch and roll are smooth and steady. "Water operations are deceptively easy, though training in all aspects of water operations is not only legally required but important. Flare is smooth and easy, and it's back with the stick, back more, and settles like a seabird. [Once settled into the water], haul the stick all the way back to avoid nosing over. We decelerate, come off the step, and we're water-taxiing. "Boating along at higher, on-the-step speeds over roughish chop feels completely secure, though we're only steering with the main rudder. Customers who fly the heavy iron rediscover the simple joys of flying in a Cub. It's more fun than anybody should be allowed to have." Legend Amphib Cub is priced from $168,400 in summer of 2017. Catch a couple video on Legend Floats here, first a pilot report and then an interview with Darin Hart regarding the development of their own amphibious system. Enjoy! https://youtu.be/kCjIRjnF_Pc https://youtu.be/eJtnoPhhDQA

When summer rolls around and the sweat rolls off, it’s a perfect time to think about float flying. In the Light-Sport Aircraft or light kit-built airplane space, you are lucky to have a broad number of choices. This includes seaplanes (with boat hulls), floatplanes (land planes equipped with floats) or either of those on aircraft such as weight-shift trikes. Legend Cub is a modernized version of the old Piper Cub. Sulphur Springs, Texas-based Legend was an early entrant to the LSA world. They’ve done well enough under the leadership of Darin Hart to occupy the #5 spot on our all-time-fleet ranking of Special LSA; they are one of only five LSA producers with more than 200 aircraft registered with FAA. American Legend flew a float-equipped Legend Cub way back on March 11, 2005 even before the first Special LSA were accepted by FAA. Legend’s floatplane offering boasts advantages. “It weighs less than comparable aircraft, cost less, and came with the added advantage of doors and windows on both sides of the cockpit,” observed the company.

Affordable Merlin PSA Quick Build Kit Saves Time

By Dan Johnson || July 10, 2017 7 Comments (Edit)

A key phrase for this website is "Affordable Aviation" (in fact, we bought AffordableAviation.com for future use). Our focus is on aircraft that can work within the budgets of many recreational or sport pilots. Reading about bizjets or self-flying drones in major magazines may be interesting but those of us who love to fly prefer flying machines we can genuinely afford. A kit-built aircraft is one way to make airplanes more affordable, and more personal. The great news is you have many wonderful choices. What you may not have is time and that's why this article covers Merlin PSA. How much time must you invest to get airborne? Would you believe a mere two weeks? Many kits ask for months, even years of your labor plus a place to do this work. If you love the craftsmanship, that may be fine but if you build so you can fly, why not have the process be easier and swifter?

Aeromarine LSA went through the evaluation by FAA to assure their quick build airframe kit (QBK) owner task list met the requirements. The central Florida company succeeded by the slimmest of margins. If that sounds questionable to you, the result is a good thing. The closer a kit supplier can get to the magic 51% point, the less work you have to do. That means the manufacturer did more of the most difficult assemblies easing your effort and saving you time. A big part of the Merlin magic is something called precision matched hole, which means that all aluminum skin parts, for example, come pre-drilled so the builder simply begins pulling rivets. Matched-hole construction is not new but making it more precise is helpful. The Experimental Amateur Built (EAB) rule, sometimes called the "51% rule," is permitted partly because it provides education. Yet education does not rely on repetition. After a builder has installed, or "pulled," several dozen rivets, that builder will know that task well and does not need to pull thousands of rivets in order to learn more about riveting. He moves on to the next task, and in a surprisingly brief time — two weeks before paint and perhaps a few other details — Merlin is complete.

To see for myself, I went to observe a Merlin PSA under construction. Matched-hole construction pilot holes must still be drilled to the finished size before riveting can begin. With precision matched-hole methods, Chip notes the holes are punched to the correct rivet size, ready to be attached with temporary clecos. Multiplied by thousands of rivet holes, this represents large time savings. Many components — the entire horizontal stabilizer and elevator, for instance — come significantly pre-assembled. Every fifth hole has a temporary rivet securing the part. The temp rivet is color marked and after the builder rivets the surrounding holes, he replaces the temporary. This idea is widely used on the Merlin PSA quick build kit. In addition, a Merlin QBK airframe includes spars and sub-assemblies that are factory riveted together (photo). All parts in the QBK are pre-fabricated and pre-drilled but major portions are delivered in fully finished form. Even paint priming is already done in many areas. For first-time home builders, the combination makes for a far easier set of tasks. It also helps assure builder and FAA that the job is done correctly.

Merlin QBK also includes composite gear, wheels, brakes, control and fuel systems. The overall basic airframe costs only $16,500. You will need the firewall-forward package involving an engine mount, nose cowl, throttle, oil tank, exhaust, propeller, spinner, air filter, radiator, plus related hardware and fittings. Add another $3,800 (now $20,300). Your choice of powerplant presently includes Rotax 582: 65HP Electric Start, B Drive, Oil Injected for $6,950 or a HKS 700E 4-Stroke for $12,000 ($27,250 to $32,300). An electric propulsion option remains in testing but is coming.

Instruments, interior, options, and paint will add more but Aeromarine LSA owner Chip Erwin reports you can get airborne for around $35,000. With the Rotax 582, that expense looks achievable and those who prefer four strokes could still finish for $40-45,000. Such investments purchase quite a bit of airplane for a sum many can afford. Merlin is a single seater. Is that all the airplane you need? Chip observed that a great deal of all flying is done with a single occupant. AOPA surveys over many years confirm his statement. If you want to take your spouse or a friend aloft, he encourages you to rent or borrow a two or four seater. Since most flights are done solo, as much as 80% of the time aloft, your single seater will do the job well while saving you many thousands of dollars. You can use some of the savings for those occasional larger aircraft rentals. A single seat Merlin PSA performs energetically with the Rotax 582's 65 horsepower. It will also be a performer with the 60 horsepower HKS two cylinder four stroke option, in return for which you get wonderful fuel economy and a throatier rumble compared to the higher pitch of a two stroke.

A key phrase for this website is “Affordable Aviation” (in fact, we bought AffordableAviation.com for future use). Our focus is on aircraft that can work within the budgets of many recreational or sport pilots. Reading about bizjets or self-flying drones in major magazines may be interesting but those of us who love to fly prefer flying machines we can genuinely afford. A kit-built aircraft is one way to make airplanes more affordable, and more personal. The great news is you have many wonderful choices. What you may not have is time and that’s why this article covers Merlin PSA. How much time must you invest to get airborne? Would you believe a mere two weeks? Many kits ask for months, even years of your labor plus a place to do this work. If you love the craftsmanship, that may be fine but if you build so you can fly, why not have the process be easier and swifter?

SeaMax LSA Seaplane Builder, AirMax, Partners with Embry Riddle Aero U

By Dan Johnson || July 6, 2017 Leave a Comment (Edit)

Seamax will join Embry-Riddle Research Park’s Customized Business Acceleration Program, the aeronautical university based in Daytona Beach announced on July 3rd, 2017.

“This partnership will allow us to integrate Seamax into Embry-Riddle’s remarkable research and devel- opment cluster to further accelerate our technological and business capabilities” said Seamax CEO Gilberto Trivelato. “It will enable our company to leverage new features to our aircraft and to introduce more reliable products to aeronautical market.” A great partner helps and the business concept with a major academic institution sounds good but what does it mean?

For AirMax, which recently reentered the U.S. market after a business reorganization (see recent article). it means a new American location for the Brazilian manufacturer. The company's U.S. office will be housed at the John Mica Engineering Aerospace Innovation Complex, called MicaPlex, at Embry-Riddle’s Research Park adjacent to the Daytona Beach Campus. This location will allow the producer to work with current Research Park tenants and resident partners as well as access research facilities, technology and resources.

“One of our strategic priorities for the Research Park is to help international companies enter the United States,” said Embry-Riddle President Dr. P. Barry Butler.

SeaMax designer Miguel Rosario created the M-22 SeaMax in 1998, flew the prototype in 2001 and began production in 2002. Headquartered in Sao Paulo, Brazil, the company was founded in 1998 and is certified in 19 countries. SeaMax has sold 150 units globally.

“We chose Embry-Riddle Aeronautical University because of its potential for accelerating our company’s plans to expand into the United States,” said Seamax U.S. Headquarters Executive Director Shalom Confessor.

MicaPlex at Embry Riddle Aeronautical University in Daytona Beach, Florida.

Named for former U.S. Representative John Mica (R-Florida), MicaPlex will house collaborative workspaces, a wide range of laboratories and business support services in 10,000 square feet of flex lease space to meet tenants’ needs. The first building phase also includes a large wind tunnel and test facility with cutting-edge instrumentation.

Embry-Riddle is the world’s largest university specializing in aviation and aerospace with residential campuses in Daytona Beach, Florida and Prescott, Arizona with 125 "Worldwide Campus" locations in the United States, Europe, Asia, and the Middle East. SeaMax joining up with Embry Riddle in this way may lead to a deeper relationship later and gives the Brazilian company an excellent foothold in the USA.

Seamax will join Embry-Riddle Research Park’s Customized Business Acceleration Program, the aeronautical university based in Daytona Beach announced on July 3rd, 2017. “This partnership will allow us to integrate Seamax into Embry-Riddle’s remarkable research and devel- opment cluster to further accelerate our technological and business capabilities” said Seamax CEO Gilberto Trivelato. “It will enable our company to leverage new features to our aircraft and to introduce more reliable products to aeronautical market.” A great partner helps and the business concept with a major academic institution sounds good but what does it mean? For AirMax, which recently reentered the U.S. market after a business reorganization (see recent article). it means a new American location for the Brazilian manufacturer. The company’s U.S. office will be housed at the John Mica Engineering Aerospace Innovation Complex, called MicaPlex, at Embry-Riddle’s Research Park adjacent to the Daytona Beach Campus. This location will allow the producer to work with current Research Park tenants and resident partners as well as access research facilities, technology and resources.

China’s Geely, Owner of Volvo, Acquires Terrafugia’s Light-Sport Aircraft Transition

By Dan Johnson || July 5, 2017 1 Comment (Edit)

In a familiar theme, a Chinese company has acquired an American aircraft company. Past purchases include Cirrus Design, Mooney, Glasair, and Continental Motors, among others.

Terrafugia's Transition "roadable aircraft" as seen at Oshkosh.

This time news reports say a Chinese company bought a company from the light aircraft space: Terrafugia, maker of the Transition flying car, or as they prefer to call it, a roadable aircraft. Geely is an automaker based in Hong Kong that bought the famed Swedish car maker, Volvo. The Massachusetts airplane developer has put out slick video presentations of their newer-still model, the TF-X, a hybrid electric variation (video at bottom). I suspect it is this newer entry that has both automobile makers excited.

Terrafugia first announced their Transition roadable airplane in 2006, flying a proof-of-concept aircraft in 2009 along with a demonstration before attendees of EAA AirVenture Oshkosh in 2013. The Massachusetts company built a second-generation Transition prototype in 2012. Reportedly a third-generation conforming prototype is under construction for testing in 2017, with deliveries planned to begin following completion of this testing. Terrafugia's newest design is the TF-X (photos) that has fold-out wings with twin electric motors. Unlike Transition — which was presented as a Light-Sport Aircraft, albeit one for which they obtained a weight waiver — TF-X is a much larger aircraft.

The electric motors that are hidden inside the body during ground operations allow the TF-X to takeoff vertically before morphing, Osprey V-22-style, to horizontal flight, Power is to come from a 300-horsepower engine providing thrust through a ducted fan. Design estimates are for a cruising speed of 200 mph and a 500-mile flight range.

The four-seat TF-X will be semi-autonmous and use computer controls so that passengers can simply type in a destination before taking off.

According to various media reports, the deep-pocketed Geely will fly the Terrafugia design under its Volvo brand, though like the TF-X, these plans remain conjecture at this time. To get itself to the point of being acquired by Volvo-owning Geely, Terrafugia allegedly raised raised around $6 million in capital through five rounds of funding. The acquisition by Geely could accelerate development efforts considering the Chinese firm's financial strength. Readers of this website probably may not care much about autonomously flown aircraft that look part-quadcopter drone and part automobile, but it's interesting to see where thinking way ahead might lead. https://youtu.be/wHJTZ7k0BXU According to London's Daily Mail online, "Just how much the Chinese automotive company paid for Terrafugia has yet to be revealed, but experts say the move could be a step toward the ultimate travel solution for commuters. Still, they estimate it will be another 10-20 years before the radical vehicles hit the streets. In the past, Terrafugia has claimed its designs could be ready to fly within the next few years. Last February, the firm said its concept vehicle TF-X could come to life as a prototype vehicle in just two years, and go on general sale within eight."

In a familiar theme, a Chinese company has acquired an American aircraft company. Past purchases include Cirrus Design, Mooney, Glasair, and Continental Motors, among others. This time news reports say a Chinese company bought a company from the light aircraft space: Terrafugia, maker of the Transition flying car, or as they prefer to call it, a roadable aircraft. Geely is an automaker based in Hong Kong that bought the famed Swedish car maker, Volvo. The Massachusetts airplane developer has put out slick video presentations of their newer-still model, the TF-X, a hybrid electric variation (video at bottom). I suspect it is this newer entry that has both automobile makers excited. Terrafugia first announced their Transition roadable airplane in 2006, flying a proof-of-concept aircraft in 2009 along with a demonstration before attendees of EAA AirVenture Oshkosh in 2013. The Massachusetts company built a second-generation Transition prototype in 2012.

Magnum Whole-Airplane Parachutes to the Rescue …Literally!

By Dan Johnson || July 1, 2017 Leave a Comment (Edit)

Let's say you are flying on a wonderful cross country trip. You've been humming along enjoying a beautiful day. The plane is flying great and sightseeing is superb.

The ease of the trip in one of our modern flying machines with a big digital screen showing the way could lull you into crossing a large lake between you and your destination. Midway across the lake, your engine unexpectedly sputters and stops. You calmly run through your checklist. Nothing appears amiss. You try restarting but the engine won't cooperate. Anywhere you look it's the same distance to land. You calculate you can't glide far enough.

What do you do?

The black ring is Magnum's version of something generically called a "slider," adapted from BRS Parachutes, which adapted the concept from square skydiving canopies. It works to prevent damage from a high speed parachute opening.

I hope you never face this scenario. You probably will not. Modern engines, airframes, and instrument panels make it most unlikely. Nonetheless, it happens. Do you believe you could set down in the water in such a way that you can escape? Of course, you've never practiced a water ditching and that move by Captain Sully may not be your option. I have flown to the Bahamas with and without an airframe parachute. I never experienced even a hiccup from the engine or other systems but I'm here to tell you the flights with the parachute were far less stressful. Stress is never good and your flight over the lake when the engine quit dramatically increased your stress level. How well do you think you will perform when your heart is pounding? Disclaimer: I used to be involved with a company producing these systems. I am clearly biased in their favor. Yet in my former role I spoke to literally dozens of people who had pulled the handle and every single one of them thought it made all the difference in the world. Most said, "You just saved my life!"

Magnum offers a line of systems for different airplane applications.

Certainly, if you can fly to an emergency landing, do so! Absolutely! However, sometimes, even a Captain Sully has to play the cards he's been dealt. In his case that turned out well. He became a hero. Yet if you fly in a fixed gear airplane the odds of your airplane flipping upside down are seriously high. If so, and you and your passenger are upside down in the water, will you get out in time? Look, this may not be how you choose to think about your flying. It's supposed to be fun and enjoyable and it nearly always is so. Nonetheless, you practice stalls, emergency approaches, and crosswind landings so you are ready if it turns ugly on you. Most of the time that training works great. Even better, it is rarely — very rarely — needed. Is it wise to ignore the possibility a parachute might be your only option, even once in your flying career? Check Magnum Parachutes page and see a list of some (but not all) the times when a parachute might be very valuable. Can you avoid all these situations? Yes, maybe... hopefully! Do you want to bet the farm on it?

I'll tell you from my four trips to the Bahamas flying that such crossings completely out of sight of land were enormously more enjoyable with a parachute than without. I knew I had a way out if the worst happened. Magnum Parachutes offers rocket-deployed systems for a wide variety of airplanes. They are supplied from a U.S. importer who has all the credentials to do so competently and safely. Check their product line to see what Magnum offers and what a system will cost. Then do your best planning because when the engine hiccups over unlandable terrain, it's too late to buy and I don't want to lose any of my flying buddies to an avoidable incident. The video below shows a fuselage extraction test performed by manufacturer Stratos 07. https://youtu.be/DyY8Ke3LikQ

Let’s say you are flying on a wonderful cross country trip. You’ve been humming along enjoying a beautiful day. The plane is flying great and sightseeing is superb. The ease of the trip in one of our modern flying machines with a big digital screen showing the way could lull you into crossing a large lake between you and your destination. Midway across the lake, your engine unexpectedly sputters and stops. You calmly run through your checklist. Nothing appears amiss. You try restarting but the engine won’t cooperate. Anywhere you look it’s the same distance to land. You calculate you can’t glide far enough. What do you do? I hope you never face this scenario. You probably will not. Modern engines, airframes, and instrument panels make it most unlikely. Nonetheless, it happens. Do you believe you could set down in the water in such a way that you can escape? Of course, you’ve never practiced a water ditching and that move by Captain Sully may not be your option.

The Aero Adventure Continues — Aventura Light Seaplane Kit

By Dan Johnson || June 28, 2017 9 Comments (Edit)

Let's make an important point right up front. Seaplanes cost more than land planes. A fully-built, ASTM-compliant LSA seaplane starts at $150,000 and can go way up from that point. With a boat hull and retractable gear, of course, these water birds cost more to manufacture. Must seaplanes be so costly? Fortunately, no! Aero Adventure manufactures a surprisingly affordable light seaplane kit. With the Suzuki-based AeroMomentum engine, you can get an Aventura in the air for less than $50,000 …yep, nose to tail, tip to tip, including a basic panel and powerplant for $49,000. Elect the super-popular Rotax 912 and the cost rises a bit to $55,000, at which level Aventura remains one of the major bargains in light aviation. Learn more about the AeroMomentum engine in this video. AeroMomentum has a few choices for you, Alex indicated, including their 100 horsepower AM 13 model or the 117 horsepower AM 15. Aero Adventure supplies these powerplants with everything needed including a prop and all engine accessories needed to get in the air. "We measured 550 pounds of thrust with AeroMomentum, more than other brands we've tested," said Alex. Aventuras with the Suzuki powerplant have logged more than 100 hours collectively and customers appear pleased. The Aero Adventure brand has been around for more than 20 years and the fleet includes more than 200 airplanes, reported Alex. They've been industrious in 2017; here are some things they've been developing:

Aero Adventure News

Hammerhead "canard sponson" — Although it looks like (and is) an add-on feature, this could easily catch on for Aventura buyers and current owners. Dispensing with the wing-mounted sponsons you see in the nearby photos, their canard sponson offers more than a cool look. These sponsons do the same job as the wing-mounted ones, namely keep the wings out of the water on turns or in moving water. However, since you can also walk on them, they aid entry, give you a platform in the water — for fishing, as one example — and they eliminate the drag of the tubing structure to hold the wing versions. "They actually develop a small amount of extra lift," said business owner Alex Rolinski. This is no Icon A5-inspired idea. The canard sponson idea was first conceived under the leadership of Carlos Pereyra, a previous owner of this company who was something of a guru about fiberglass construction. The prototype was first fitted in early 2000 on a 1998 Aventura for a kit builder who wanted to explore the idea. The original was built of fiberglass and used an interior aluminum tubular structure. It also had extra fuel in the sponsons, but when Alex and his group brought back the canard sponson, they removed the fuel tanks. Aventura carries plenty of fuel in a tank aft of the seats.

"Aventura with these canard sponsons flew fine," added Alex, "but the assembly was heavy." Eliminating the fuel tanks considerably lightened the component. "They are made of very dense and very light foam," said Alex, "The construction uses technology borrowed from boats and is very strong." Installation can be done to older Aventura seaplanes. Two 2.25-inch holes are cut in each side of hull but this is not a structural issue as the hull is independent of the airplane's structure. Nothing is fiberglassed to the hull but the assembly conforms with a snug fit. "One aluminum tube runs under your knees and another behind the seat, continuing through the hull to protrude on the other side," explained Alex. The canard sponsons extend 43 inches from each side. They have a taper from 44 inches of chord to 33 inches near the sponson. This is an all-new sponson design; it is not the wing mounted one moved inboard. "They work well in water and in-flight cruise," Alex noted. Drag is reduced due to component's overall shape as it eliminates support-tube drag from the original wing-mounted sponsons. Aventura's retractable wheels tuck behind the sponson showing slightly above the upper surface. "The sponsons have no effect on turning; you still maneuver in the water with rudder and prop blast."

Alex Rolinski (R) flies with Gabriel Lapilli in an Aventura II.

New Front Deck & Instrument Panel — "We have a new nose deck that you can identify with its extra hump and a larger hatch," Alex observed. A nose cavity allows a limited space for some cargo items. That new nose deck integrates with the instrument panel and Aero Adventure has some news about that as well. "When you choose one of AeroMomentum's engines, wiring is simpler, freeing up space in the panel," Alex said. Aero Adventure will also wire the panel for those that prefer not to tackle this job. Many homebuilders choose this — indeed, Aircraft Spruce has a whole division that will prewire panels for builders (see video on this) — so it fits in FAA's task-based method of determining compliance to the so-called 51% rule. Still More Developments — Other new work in development is fiberglass ribs in lieu of slide-in tubular ribs. "These do not change the wing shape or profile," said Alex, "it's still a Hershey bar-style wing." "With more than 200 aircraft flying we often hear from current customers and new customers who bought used ones," Alex added. He reports a fairly active overseas market as well as American customers. Support for Buyers — Beside making airframes in kit form, Aero Advenure does regular refurbishment of previously-built Aventuras. "We have two Aventura IIs in inventory right now. One is a 2006 model with just 74 hours on it; another is a 2009 model that has close to 400 hours logged," Alex said. I predict these won't last long but Aero Adventure will happily make more at their DeLand, Florida location (right next door to Aerolite 103 manufacturer, U-Fly-It). If you need training, Aero Adventure has a new certified flight instructor joining the team to offer flight training, transition training, and seaplane ratings. The company is organizing a club to allow such training in Experimental aircraft. Want your own Aventura seaplane? You can buy from inventory or order the kit and start work on a brand-new Aventura. The airframe without engine is $31,000 but you can buy any of 19 assemblies and get going without investing the entire piggy bank. Contact Aero Adventure and see how much fun water flying can be.

Let’s make an important point right up front. Seaplanes cost more than land planes. A fully-built, ASTM-compliant LSA seaplane starts at $150,000 and can go way up from that point. With a boat hull and retractable gear, of course, these water birds cost more to manufacture. Must seaplanes be so costly? Fortunately, no! Aero Adventure manufactures a surprisingly affordable light seaplane kit. With the Suzuki-based AeroMomentum engine, you can get an Aventura in the air for less than $50,000 …yep, nose to tail, tip to tip, including a basic panel and powerplant for $49,000. Elect the super-popular Rotax 912 and the cost rises a bit to $55,000, at which level Aventura remains one of the major bargains in light aviation. Learn more about the AeroMomentum engine in this video. AeroMomentum has a few choices for you, Alex indicated, including their 100 horsepower AM 13 model or the 117 horsepower AM 15.

Big Boy Tires (and More) for One of the Most Popular Light-Sport Aircraft

By Dan Johnson || June 24, 2017 1 Comment (Edit)

Aerotrek has steadily risen from an unknown brand to the #9 position in the all-time-fleet market share. The brand is one of only ten that have registered more than 100 aircraft in the United States. Excellent prices help but that's not the whole story. You hear about some of the top brands all the time but Aerotrek is a hare-and-tortoise story where steady progress wins over flashier marketing and wow features. At the heart of this success is Rob Rollison, arguably one of the most experienced men in the LSA space. Pilots Like 'em Big — It seems pilots love an ever-bigger engine. …or ever-bigger digital screens. …or ever-bigger cockpits. Indeed, pilots may like all those things bigger but tires go right along with the big thing. If "tundra" tires are good, then "Alaska" tires are better, and even bigger Alaska tires are just right. …apparently. Well, alrighty then. Aerotrek is ready for you, tire-wise.

"Funny enough," Rob wrote, "for the last nine years since I also began bringing the Aeropro taildraggers into the U.S., where I originally only brought in the tricycle-gear planes. Our sales have been almost exactly 50/50 tricycle/taildragger. In the last 10 months, though, the ratio has swung heavily to tricycle-gear." Why? "I think there are a number of reasons, including the people buying planes tend to be those who had been holding back a bit waiting for the new Medical rules to be a great deal more liberal than they turned out to be. I think they were hoping for the same as our LSA, no-FAA-medical-required rules." "Also, about a year ago I began promoting our A240 tricycle-gear plane with tundra tires, and people are sort of eating ‘em up." Rob said most people now order their new A240 with the standard tires and wheel pants, "but also with the optional wide front fork kit so they can quick and easy switch between standard tires and wheel pants to biggie tundra tires."

"Our regular A240 tundra tires are an 18-inch diameter tire on the mains and a 15-inch tire on the front. We can also put a 22-inch tire on the mains and an 18-inch tire on the front (photo)," explained Rob. "This works really, really well!" "Of course, with our A220 taildragger we can put even bigger tires on the plane." Pictured is the most recent A220 delivered with the 26-inch diameter Alaska Bushwheels tires. Regarding instrument panel options, Rob added, "Our latest-version instrument panel allows for an full-size (9.7-inch) iPad to be mounted on the panel horizontally with ADS-B showing the FAA aircraft traffic and weather. This makes for an extremely user-friendly and information rich panel that makes flying easier and safer. We offer the 2020-compliant ADS-B In/Out system for just $1,495 as an option for our planes."

I have known Rob Rollison for more years than either of us might feel comfortable acknowledging. We've both been in the sport and recreational aircraft scene for many years. Over those years, I have come to recognize Rob's wisdom and I enjoy asking him for his thoughts. Here's a sampling…

Aerotrek kits — "I get lots of email and calls asking about 'kits.' We don’t sell kits, never have, and never will sell the Aeropro planes as kits (Aeropro is the European manufacturer of his Aerotrek aircraft.) "I refer them to [other companies] though they usually figure out they will probably do better to buy one of our ready-to-fly SLSA planes than buy a kit." Still climbing the charts — "Business is going good. We’re sold-out until the two planes that will arrive in early-November, and last week I sold one of those two planes." For years, Rob has sold out his aircraft in process. In speaking to many of his customers at airshows and elsewhere, I cannot think of one that did anything but rave about Rob's sense of customer service, no doubt a reason for his continuing success. “BasicMed” — "This thing has, from everything I can tell, turned-out to be a bummer/non-starter for just about everybody that might have been interested in LSA-type aircraft. Some of these were holding back, hoping that the pending new rules were going to just do away with the Third Class Medical completely. Instead, what we got [BasicMed] really won’t work well, or whatsoever, for most people that might buy our sort of LSA planes. So, they are back." What Rob says here is similar to what I have heard from many other LSA or light kit vendors. While I hear the new program is working well for some GA pilots who want to keep flying their older certified fill-in-the-blank airplane, BasicMed nonetheless comes with complications and challenges. Meanwhile, Rob continues to rack up sales and climb the charts while putting smiles on the faces of his pilots. You have to applaud that performance.

Aerotrek has steadily risen from an unknown brand to the #9 position in the all-time-fleet market share. The brand is one of only ten that have registered more than 100 aircraft in the United States. Excellent prices help but that’s not the whole story. You hear about some of the top brands all the time but Aerotrek is a hare-and-tortoise story where steady progress wins over flashier marketing and wow features. At the heart of this success is Rob Rollison, arguably one of the most experienced men in the LSA space. Pilots Like ’em Big — It seems pilots love an ever-bigger engine. …or ever-bigger digital screens. …or ever-bigger cockpits. Indeed, pilots may like all those things bigger but tires go right along with the big thing. If “tundra” tires are good, then “Alaska” tires are better, and even bigger Alaska tires are just right. …apparently.

Beringer Conquers the “Last Frontier” — Putting the Brakes on Alaska

By Dan Johnson || June 20, 2017 Leave a Comment (Edit)

Beringer Aero USA announced an expansion of the French company's U.S. presence on what they call "The Last Frontier." Known for its best-in-class wheels, brakes, and related components, Beringer opened an office at the Birchwood airport in Alaska to wide their network and offer customer support.

Alaska is one of the most aviation-friendly locations on Earth… partly as they are so dependent on aircraft for transportation.

Alaska is an airplane lover's state. Reportedly one in 50 residents of the largest American state are pilots, compared to around one in 650 in the "lower 48." No wonder really, as the vast state has only a handful of roads and most of them are in Anchorage or en route to Fairbanks. The rest of the enormous state is largely accessibly only by aircraft. "The Alaskan Landing Gear and a complete range of wheel and brake systems are nearing certification and will be available to all Cub owners and pilots soon," announced Beringer. "Our wheel and brake kits raise the level of safety thanks to efficient and progressive braking action combined with the strong and reliable design of the wheels." Weight savings comes as an added bonus, the company said. "The kits also come with a pressure regulator ALIR® to prevent the plane from nosing over and help keeping a perfect line at landing," added Beringer. This makes even more sense in Alaska where short and difficult runways are commonplace and where help may be a long way off.

Beringer, know for great ideas like their groundloop-proof tailwheel has innovated again on the latest development phase of the Alaskan Landing Gear. The 13 inches of travel allow the gear to absorb a vertical speed impact of 700 feet per minute while staying below 3G load factor, while also providing favorable ground handling characteristics, the company explained. "This best-of-both-worlds combination is accomplished using the new anti-roll system that provides a solid feel during taxi in all conditions including stout cross-winds and tricky side hills" said Beringer. That sounds perfectly suited to those challenging strips that Alaska calls runways. Yet Beringer added that "while taxiing, the gear provides [only] 2 inches of travel," which they say is comparable to the travel of the standard Cub bungee gear. Find our more technical details by contacting Chief Engineer, Lukas Stutzer at 206-771-6329 (+33 492 201 619 in Europe) or by writing Lukas@beringer-aero.com. Regular air show attendees may know Claire Beringer better. She is sales and customer support director, and can be reached at 920-509-1814, (Europe: +33 492 201 619) or by emailing to Claire@beringer-aero.com. The following video shows off the Alaska Landing Gear quite well with beautiful scenery. https://youtu.be/yCTuuN4hOyM

Beringer Aero USA announced an expansion of the French company’s U.S. presence on what they call “The Last Frontier.” Known for its best-in-class wheels, brakes, and related components, Beringer opened an office at the Birchwood airport in Alaska to wide their network and offer customer support. Alaska is an airplane lover’s state. Reportedly one in 50 residents of the largest American state are pilots, compared to around one in 650 in the “lower 48.” No wonder really, as the vast state has only a handful of roads and most of them are in Anchorage or en route to Fairbanks. The rest of the enormous state is largely accessibly only by aircraft. “The Alaskan Landing Gear and a complete range of wheel and brake systems are nearing certification and will be available to all Cub owners and pilots soon,” announced Beringer. “Our wheel and brake kits raise the level of safety thanks to efficient and progressive braking action combined with the strong and reliable design of the wheels.” Weight savings comes as an added bonus, the company said.

Your “Light-Sport” Quad Awaits, and It’s Affordable (kinda, sorta)

By Dan Johnson || June 19, 2017 1 Comment (Edit)

Update: Unknown at the time this article was posted, Viking Aircraft Engines reports it provides the powerplant for SureFly. —DJ July 5, 2017

News from the Paris Air Show probably does not interest you too much, unless you care about the airliner you will fly in eight years from now. However, one article caught my interest because of a few references. (The article I found is available here.) Here's the parts that grabbed me: (1) “We’re hoping it can be a light-sport aircraft type of licence,” said developing company CEO Steve Burns. “We want to keep it minimal, and we believe it’s easy enough to fly to do that.” (2) It will be pilot-operated; controls are said to be minimal, with buttons for up/down altitude adjustment, and a joystick for forward, sideways and yaw. (3) The company aims to bring the SureFly to market at a price of just $200,000. OK, I get that $200 Grand is not affordable for many readers but this figure is not much more than your average high-end Light-Sport Aircraft (in fact, it's less than the best selling LSA). As helicopters go, it is quite a bargain, although much more costly than a gyroplane like AR-1.

Additionally, SureFly is not on the market yet and when (if?) it does arrive, it might be lots more expensive. Then, will FAA allow this unusual contraption to fly and where? So, plenty of questions but I see no escape from the onrush of quadcopter variations and at least this one is piloted; it is not (yet) an autonomously flown aircraft. Here are a few more points of interest the Workhorse (brand) SureFly (model): • "SureFly is a personal helicopter/VTOL aircraft, designed to be safer and more stable than a typical helicopter due to its redundant design," said the company. The design includes "four propeller arms, two fixed contra-rotating propellers on each arm, a backup battery to drive the electric motors in the event of engine failure and a ballistic parachute that safely brings down the craft if needed." • SureFly is designed to fly up to 70 miles at a speed of approximately 70 miles per hour, with an anticipated empty weight of 1,100 pounds and a maximum takeoff weight of 1,500 pounds. This is too heavy for LSA, of course, but not by that much and that's today. Rumors continue to swirl around a weight increase even though such a change is likely years in the future, if ever. • SureFly is a hybrid design and leverages Workhorse's expertise in manufacturing electric pickup trucks (photo) for the last 10 years. SureFly utilizes the company’s experience with electric propulsion, its extensive use of carbon fiber, and with lithium battery systems.

• Early models will be pilot-operated, according to the Vertical magazine article. The goal is to introduce future models featuring autonomous flight capable of carrying payloads of up to 400 pounds. To my view, every developer needs to speak to "autonomous flight" if they want to gain media coverage or raise big buck investments. • SureFly's controls are said to be minimal, with buttons for up/down altitude adjustment, and a joystick for forward, sideways and yaw. "An on-board computer will automatically adjust throttle to maintain altitude as the aircraft is maneuvered, with speed of travel controlled by how far the joystick is pushed," said the company. That is hardly flying your LSA or ultralight but at least you're not just a passenger. “We realized we could basically make a big drone, if you will,” Workhorse co-founder and CEO Steve Burns told Vertical magazine. “The battery packs are light, most of our trucks have range extenders, which are gasoline engines that extend the range for when the battery is exhausted, and carbon fiber is in everything we do — so we kind of had the chops to do it.” Burns said SureFly has been in development for about three years. Workhorse describes the SureFly as a hybrid aircraft, with a gasoline engine driving dual generators that provide power to the eight propeller motors. "With safety top of mind, the aircraft has two backup batteries (each powering four motors) that guarantee five minutes’ flight for an emergency landing should the main power source fail." said Burns. He added that the aircraft will be able to maintain flight on just four propellers, and, if all else fails, SureFly plans a ballistic parachute.

Workhorse has been making this handsome electric/hybrid pickup truck for 10 years and is leveraging that into aircraft development.

Burns claimed the aircraft would be as simple to operate as a radio control unit for a drone. “We’re hoping it can be a light-sport aircraft type of licence,” he said. “We want to keep it minimal, and we believe it’s easy enough to fly to do that.” Workhorse is reportedly testing different components and is targeting first flight before the end of 2017, with certification by the end of 2019. “When we realized the price point we were going to be able to make this at ($200,000), with much lower maintenance [costs], much easier to fly and much safer, we thought we might be able to create a new class,” he said. Workhorse is considering variations on the model, including a larger version and an autonomous model. “But to get it certified, it’s got to be piloted,” said Burns. “So, we want to get this one certified first, get our feet underneath us, and then determine what the next one might be.” If you care to follow the company, here is their website.

Update: Unknown at the time this article was posted, Viking Aircraft Engines reports it provides the powerplant for SureFly. —DJ July 5, 2017 News from the Paris Air Show probably does not interest you too much, unless you care about the airliner you will fly in eight years from now. However, one article caught my interest because of a few references. (The article I found is available here.) Here’s the parts that grabbed me: (1) “We’re hoping it can be a light-sport aircraft type of licence,” said developing company CEO Steve Burns. “We want to keep it minimal, and we believe it’s easy enough to fly to do that.” (2) It will be pilot-operated; controls are said to be minimal, with buttons for up/down altitude adjustment, and a joystick for forward, sideways and yaw. (3) The company aims to bring the SureFly to market at a price of just $200,000.

Get Ready to Party with DUC Props Like It’s 2017!

By Dan Johnson || June 18, 2017 Leave a Comment (Edit)

Watch our video interview coverering the line of DUC props.

If you live in France or are traveling to the country (soon!), you might want to join the party... the DUC Propellers party, that is. It is happening in a few days. In December 2016 DUC Propellers moved new facilities (nearby photo) to be closer to the airfield for tests and to have a more spacious infrastructure to expedite development. To celebrate their new quarters, on Saturday, June 24th, 2017, DUC Propellers announced they will "organize an exceptional party to celebrate the inauguration of our new location on the Villefranche-Tarare Aerodrome (LFHV) in Frontenas, France." They plan a big event with more than 500 guests expected along with participation of many operators from the airfield.

"Lot of guests will arrive all long the day by plane but the party will officially start at 8 p.m. with the visit of the new facilities, a photoBooth on flying topics, a Beaujolais culinary discovery, a cocktail dinner, a music DJ, and some animations throughout the night," said DUC representatives. Contact DUC if you want to participate to their special, private event.

Not Going to France?

The good news is, DUC props are available in the USA thanks to SportairUSA. You know this brand for their aircraft, including Sting, Sirius, and Zlin Outback and Shock but they are a full service supplier. The Arkansas company said, "SportairUSA is the United States distributor for DUC Propellers, the industry-leading forged carbon propellers from DUC Helices. There are models of DUC propellers suitable for light sport aircraft, ultralights, powered parachutes and experimental aircraft." Plus, how about this offer? "Guaranteed Satisfaction — If your airplane does not perform better with the DUC propeller, return it within 30 days for a full refund," assured people at SportairUSA. That is a remarkably sure way to know you are buying the right prop for your airplane.

SportairUSA lists some of your choices in props from DUC. Swirl (photo above) is a simple, ground-adjustable propeller that performs like a complex constant-speed prop. "It is the propeller of choice for faster airplanes," said SportairUSA. How can that be? "Without movement or twisting of the blades DUC's Swirl propeller has a constant speed effect… [because] the prop takes a slimmer bite under load, and a fatter bite when cruising, without the need for complex electro-mechanical adjustments." Windspoon (lower photo) is for slower aircraft (speeds up to 80 knots for engines up to 120 horsepower). SportairUSA explained, "With its revolutionary shape [that] offers unrivaled performance, Windspoon is the ideal solution for trikes and similar aircraft." For more detail including specifications and prop ordering information, visit SportairUSA's dedicated prop page.

If you live in France or are traveling to the country (soon!), you might want to join the party… the DUC Propellers party, that is. It is happening in a few days. In December 2016 DUC Propellers moved new facilities (nearby photo) to be closer to the airfield for tests and to have a more spacious infrastructure to expedite development. To celebrate their new quarters, on Saturday, June 24th, 2017, DUC Propellers announced they will “organize an exceptional party to celebrate the inauguration of our new location on the Villefranche-Tarare Aerodrome (LFHV) in Frontenas, France.” They plan a big event with more than 500 guests expected along with participation of many operators from the airfield. “Lot of guests will arrive all long the day by plane but the party will officially start at 8 p.m. with the visit of the new facilities, a photoBooth on flying topics, a Beaujolais culinary discovery, a cocktail dinner, a music DJ, and some animations throughout the night,” said DUC representatives.

SeaMax Light-Sport Aircraft Seaplane Returns to American Market—Pilot Report

By Dan Johnson || June 15, 2017 15 Comments (Edit)

SeaMax from Brazil has been somewhat absent in recent years. I will spare you the detail but the company used a lot of energy to repel an undesired takeover. In recent months that was resolved and the company is now ready to move forward smartly. SeaMax was an early LSA to meet the consensus standards as required by FAA. The first was the Mermaid in February 2006. Second was the Colyaer Freedom on January 2007. On Christmas Day 2007, SeaMax became the third. However, of those three only SeaMax has remained in regular production for the last ten years. More recently, SeaMax was followed by SeaRey, Super Petrel, and A5 as ASTM-compliant LSA seaplanes. See our SLSA List for all aircraft shown in sortable columns. At Sun 'n Fun 2017, I did a video interview with designer Miguel Rosario that you can watch below. Meanwhile, let me provide some flight experiences with SeaMax.

Flying SeaMax

Though the aircraft looks rather small as you approach it, SeaMax’s interior is surprisingly roomy and its interior has a handsome speedboat-like finish with a generous 46 inch width, close to the broadest LSA and half a foot wider than a Cessna 172.

Entering is simple with its widely front-opening canopy; you step on the solid floor and sit. Canopy optics were superb and you have 270-degree visibility thanks to rear quarter windows. Because you'll want the canopy closed in the water — the airplane sits low — air vents are positioned in the canopy with a second set near your head, tucked away in the wing root area. These keep air flowing inside. When taxiing on land you can leave the canopy open and the hinges are robust; even on a bumpy turf runway, the canopy moves very little. After rolling off the ramp or beach, you retract the gear in preparation for launch. SeaMax's electromechanical landing gear takes nine second to fully retract. To help you fully prepare, SeaMax offers a digital flap position indicator and digital trim position indicator. You also flip on an electrical fuel boost pump and a relatively uncommon bilge pump prior to moving the throttle forward.

A 100-hp Rotax 912 AirMax moves SeaMax easily on land or water. My experience on the water at 45 mph showed SeaMax to be a great little speedboat. Turning in this configuration employs the water rudder, which extends from inside the air rudder. You use opposite aileron to keep from sticking a sponson too deeply in the water. On full application of power some water spray may contact the prop so AirMax uses a metal reinforced prop leading edge. As mentioned above cockpit side rails in SeaMax are only inches above the water line. The bottom of occupant seats are below the water line. Until your technique is experienced, I consider this a lake airplane although I heard reports of operations in one-foot waves. Such restrictions are common on smaller amphibians. My checkout pilot suggested I apply full power with the stick held full aft until breaking water or ground. As the nosewheel lifts, you relax the back pressure and let the plane fly itself off the surface. Rotation occured at about 45 mph indicated on the Dynon instrumentation. SeaMax’s hull gets on the step in about 100 feet, says AirMax. With continued acceleration takeoff follows in about 300 feet total when flying solo or about 500 feet when flying dual.

Climbout at 70 mph produced about 1,000 fpm initially. SeaMax sustained climb at about 700 fpm with 10 degrees of flaps. During landings with full flaps the aircraft approaches at 50 mph. A safe downwind speed is 75-80 mph; this produces about 500 fpm down with the throttle at idle thrust. Water touchdowns proved very straightforward. SeaMax responds very well as a boat. Touchdown was at about 60 mph and it immediately started tracking true. My check pilots said it is essential to keep the stick full aft to prevent porpoising and possible upset. Airborne, the SeaMax joystick has a light touch although I recommend a few hours to optimize. My initial efforts at mild dutch rolls were sloppy suggesting handling that takes acclimatization. Rudder control took the most finesse perhaps due to close coupling behind a large cabin combined with a pusher engine. You need to use the rudder but bumps of it rather than steady pressure worked best for me.

First importer Carlos Bessa checked me out in SeaMax. He was instrumental in AirMax winning FAA acceptance as a Special LSA.

Light and responsive controls will delight pilots who take the time to get used to them. Roll rate was medium to somewhat fast. You rarely have to land crosswind on the water in a seaplane but on land, SeaMax has all the control authority it needs. To smoothen airflow around the large cabin, designer Rosario put in a long investigation into the vortex generator tabs seen in many locations. I was recommended to use 4800 rpm on the 100-hp Rotax 912 for normal cruise. That produced about 100 mph. At 4600 rpm we showed slightly less than 100 mph but these are low, fuel-conserving power settings. Push the Rotax a bit harder and SeaMax reached 115 mph, putting it high among other LSA seaplanes. Get all official specifications from the factory. Water runs are relatively short (300 ft. solo) and climb is brisk at 1,000 fpm for a few minutes after takeoff. Landings are also rather short.

Stalls were mild in my trials. From most entries, stalls appeared to break benignly in the low 40 mph range though the factory says 36 mph with optimal flaps. Longitudinal stability checks and power changes showed SeaMax to be a generally stable aircraft; it recovered from mild disturbances of the stick on its own and with only a few oscillations. In summary, I'd call SeaMax a "performance LSA seaplane," peppy and demanding a bit more pilot attention but it gets up and goes. Stopped at the airport, pilots checking out SeaMax become impressed quickly. The following video interview was shot at Sun 'n Fun 2017. For more go to our LSA Video page or the Ultralight News YouTube channel. https://youtu.be/XyXXjqYBnwo

SeaMax from Brazil has been somewhat absent in recent years. I will spare you the detail but the company used a lot of energy to repel an undesired takeover. In recent months that was resolved and the company is now ready to move forward smartly. SeaMax was an early LSA to meet the consensus standards as required by FAA. The first was the Mermaid in February 2006. Second was the Colyaer Freedom on January 2007. On Christmas Day 2007, SeaMax became the third. However, of those three only SeaMax has remained in regular production for the last ten years. More recently, SeaMax was followed by SeaRey, Super Petrel, and A5 as ASTM-compliant LSA seaplanes. See our SLSA List for all aircraft shown in sortable columns. At Sun ‘n Fun 2017, I did a video interview with designer Miguel Rosario that you can watch below.

China Embracing LSA and Light Aircraft with Help from ASA

By Dan Johnson || June 10, 2017 3 Comments (Edit)

Aided by a group of young Chinese, M-Squared's Paul Mather poses by one of his Light-Sport Aircraft.

One of the big hopes of the global aviation community — besides the shared wish for more young people to take up flying — is that Chinese interest in aviation grows. China has convincingly proven it can build vast numbers of bridges, apartments, railways, and all sorts of major infrastructure. Can their people develop an interest in flying? Why might this be important to Americans? To date, Chinese investors have bought all or portions of big GA companies, such as Cirrus, Mooney, Continental Motors, Glasair, and more. Yet those acquisitions do not start Chinese youth on their way to enjoy flying as Americans and Europeans do today. Real growth needs to be grassroots. Chinese leaders have staffed their airlines and their military, but from my own close-up view, the number of Chinese involved with sport or recreational flying is a very small number, microscopic compared to their immense population.

Aero Sport Association leader, Shudong Li.

One organization working to change that is Aero Sports Association, run by the tireless, ever-positive Shudong Li a former Chinese national who today lives and works in the San Francisco area. "On May 27, we have good news from Anyang," ASA reported. "The 'Anyang International Aviation City,' development project made significant progress since beginning nine years ago." ASA refers to the Annual Anyang Aviation Expo, a cultural and tourism event hosted by the city. I made my own trek to central China, to a welcoming city of more than five million citizens, to attend the same event in 2015.

Representatives from Powrachute, Evolution Trikes, M-Squared, and Blackhawk attended the Anyang 2017 show.

"ASA Exhibition Hall 2017 was a complete success," expressed Shudong. He was quick to add thanks to Aero Sports Federation of China vice chairman Li Zhengmei and ASFC service company general manager Lei Yin for their care and encouragement. "We look forward to working together in the future to jointly build ASA's 'Aviation Vocational and Technical College' for the future development of China's aviation industry." Shudong has worked long and hard to pave the way for American aircraft producers.

Why Should This Matter to You?

Many American pilots enjoying their pursuit of sport and recreational flying often express little interest in what is happening in China. That's understandable, perhaps. China is distant and the beginning of personal flying in the country seems far off. However, that may be overlooking a future value. If American producers of light aircraft want to grow, overseas sales are important. As companies like Apple and many others show, sales in China can significantly aid their bottom line. Interest in American-made products is very strong.

Anyang Mayor Wang Xinwei tries out the Evolution Trikes Revolt. Mr. Wang and others recently visited Florida to learn more about growing aviation in his city.

ASA reported that Anyang leaders "officially signed the first batch of four sports aviation manufacturers, which will be stationed in Anyang this year, in the economic and technological development zone." Shudong added that Anyang City and ASA have agreed to set up another six overseas sports aviation manufacturers next year. "ASA's 'Anyang International Aviation City' industrial development has laid a solid foundation, and the whole project is ready to go." Revo producer Evolution Trikes, basic LSA builder M-Squared, powered parachute leader Powrachute along with powered paraglider manufacturer Blackhawk Paramotors USA made the long trip to Anyang to show their products. For M-Squared and Blackhawk this was at least their second trip If these companies and more to follow are successful at selling into China one day, that will help their business so they can create new and better aircraft that Americans (and Chinese) can buy. China may be distant but it could help red-blooded Americans get more of what they want. That seems a good thing, so thanks to ASA and Shudong for their ongoing efforts to crack open this important foreign market. More info: M-Squared Aircraft • Powrachute • Blackhawk Paramotors

Sonex’s Xenos Motorglider Kit Aircraft Upgraded to B Model

By Dan Johnson || June 4, 2017 1 Comment (Edit)

Sonex made a splash earlier when they announced their "B Models" for the Sonex and Waiex. Read about the B-model changes in this article. Now the Oshkosh, Wisconsin company has brought these same upgrades to their Xenos Motorglider. Over many years I've asked many pilots why they fly, what their top reason might be. The answers are nearly as numerous as the number of pilots asked. For me, it's probably aerial sightseeing, enjoying the view from above. Right after that, though, it is easily and clearly soaring. I've logged hundreds of hours soaring hang gliders and the sensation of rising thousands of feet in thermals remains one I cannot top with any other kind of flying. Sonex's Xenos is a motorglider and is quite adept at soaring.

So, I got excited when I read the Sonex Aircraft announce the new Xenos B-Model. You can order a Xenos-B now, kits are shipping, and, earlier purchasers may wish to check out the Xenos-B Conversion Kit.

The Xenos-B combines all of the great enhancements of the Sonex and Waiex B-Models with the distinctive motorglider performance and value of the Xenos. While Xenos looks very similar to the Sonex and Waiex, it is substantially different. Not only the wing obviously much longer — 46 feet in soaring configuration — but the tail has more volume and sits back another foot and a half.

The wing itself is different in multiple ways but two things stand out: no flaps are installed, and Xenos has a spoiler that can deploy to multiple positions. As the company notes, Xenos' spoilers are "surprisingly effective." I've used spoilers many times in various aircraft and I concur. Their small size tempts you to think they won't do much but when properly fitted, they exert a large influence. No flaps are needed. Kill the spoilers and the airplane seems to accelerate forward plus no sinking occurs as when flaps are retracted quickly. Deploy the spoilers full on and you jump from a very slow descent rate to well more than 1,500 fpm.

Xenos motorglider has wing spoilers (lower left) and an tail with ruddervators and a small vertical rudder. Shown with right rudder applied and joystick forward.

"The best part of a Sonex Aircraft is the way it flies," said General Manager, Mark Schaible, "and the B-Model Xenos will be no-exception!"

"Xenos follows in the Monnett tradition of bringing the cost of motor gliding to a highly affordable level," Mark continued. Xenos comes standard with "utility wing tips" that can be easily removed to fit inside a 40 foot hangar, and can be quickly interchanged with optional aerobatic wingtips. Contact Sonex to learn more about the wingtip variations.

Xenos can either be flown using a Sport Pilot certificate or it can be flown by pilots that hold a glider rating with a self-launch glider endorsement. You can operate Xenos in three mission profiles: (1) as a powered aircraft, (2) as a self-launched glider that soars with the engine off, or (3) it can "motor-soar" over long distances with excellent fuel economy.

"A B-model Xenos completely replaces the original Xenos in the Sonex Aircraft product lineup," said Mark. "However, original A-model Xenos sub-kits will still be available to those needing to complete their existing projects and all original Xenos aircraft will continue to receive full support, including legacy (A-model) parts availability," assuming you registered the purchase with Sonex Aircraft.

How does Xenos fly?

Interior of a B-model Sonex. Xenos is somewhat different with spoiler lever on the left side rather than flap handle.

Test pilot Roger Tanner wrote (about flying the A-model), "Xenos is a very forgiving well-behaved tail dragger, easy to handle on the ground with a steerable tail wheel attached to the small rudder and good visibility over the nose. Wheel brakes are applied by pulling the spoiler lever nearly full aft. The lever is located on the left side of the cockpit. Throttle, mixture and pitch trim are also located on the left side of the cockpit." Launch and handling is similar to the other Sonex models. In flight, Roger observed, "Xenos flying qualities include good control harmony, light responsive controls and good pitch and yaw damping at thermalling and traffic pattern speeds 55-70 mph." "Glide performance was evaluated by flying the Xenos (engine off, with the wingtip extensions) in formation with an Schweizer 2-33, a popular training glider. Xenos is equal to or slightly better than the 2-33 requiring an occasional small amount of spoiler to stay in formation. This puts the glide angle at approximately 24:1." I'd call that outstanding for a motorglider than can also be used for distance traveling. For a thorough check out in this motorglider, go along with Jeremy Monnett* to see how she flies. https://youtu.be/OWgq_u_KHKY?list=PLO6tMbMVaApFuqqFSAuuT3jljBfqtw8iS * Sadly, Jeremy was lost in 2015, however, he lives on in many ways including this particular video tour.

Sonex made a splash earlier when they announced their “B Models” for the Sonex and Waiex. Read about the B-model changes in this article. Now the Oshkosh, Wisconsin company has brought these same upgrades to their Xenos Motorglider. Over many years I’ve asked many pilots why they fly, what their top reason might be. The answers are nearly as numerous as the number of pilots asked. For me, it’s probably aerial sightseeing, enjoying the view from above. Right after that, though, it is easily and clearly soaring. I’ve logged hundreds of hours soaring hang gliders and the sensation of rising thousands of feet in thermals remains one I cannot top with any other kind of flying. Sonex’s Xenos is a motorglider and is quite adept at soaring. So, I got excited when I read the Sonex Aircraft announce the new Xenos B-Model. You can order a Xenos-B now, kits are shipping, and, earlier purchasers may wish to check out the Xenos-B Conversion Kit.

Progressive Aerodyne’s CEO Adam Yang Resigns

By Dan Johnson || June 3, 2017 Leave a Comment (Edit)

Adam Yang, the CEO of Progressive Aerodyne, resigned from the CEO position on May 18, 2017 and is handing the position to his successor, Geoff Nicholson. Progressive Aerodyne developed and manufactures Searey, which is a very well-recognized amphibious Light-Sport Aircraft. Adam has been chairman of the board and CEO for the past six years. Adam led the company as it evolved from a kit airplane manufacturer of more than 500 aircraft to a factory-built LSA company. In 2013, under Adam's leadership, the company achieved Special LSA status following an audit that some FAA officials regarded as one of the most successful in the industry. "[Searey] passed FAA’s inspection with no major findings," noted Adam. The company continues to offer kit versions as well as fully-built LSA in a variety of configurations. Searey achieved another distinction with Adam at the helm. The LSA seaplane claims to be the first LSA to obtained Type Design Approval and a Production Certificate from the Chinese aviation authority, CAAC, in 2015. The number of Searey sales obtained the third position on LSA market share ranking in the United States in 2015. By spring 2017, close to 70 Searey LSA have been built and delivered to customers in the U.S., China, and Australia. Thanks to Adam's efforts, Searey has well positioned itself for growth in world markets.

Adam expressed, "I am grateful for all the people who supported the endeavor to make Searey a strong manufacturer of the fun, practical and safe aircraft including employees, customers, contracted professionals, distributors, suppliers, local government officials, pilots, instructors, Searey enthusiasts and their family members. Without everybody’s efforts and selfless support, it would have been absolutely impossible to achieve what we have today." Adam no longer has an ownership position of Progressive Aerodyne and will take a break before moving on to his next endeavor. However, he added, "I will keep flying the wonderful Searey." New CEO Nicholson will lead the company to the next level of success. "Geoff has an aerospace engineering degree with years of experience as an executive of operations in the aviation industry," reported Adam. "He holds a commercial rating, multi-engine rating, and was a CFI." So long, Adam. Best of luck in your new adventures!

Adam Yang, the CEO of Progressive Aerodyne, resigned from the CEO position on May 18, 2017 and is handing the position to his successor, Geoff Nicholson. Progressive Aerodyne developed and manufactures Searey, which is a very well-recognized amphibious Light-Sport Aircraft. Adam has been chairman of the board and CEO for the past six years. Adam led the company as it evolved from a kit airplane manufacturer of more than 500 aircraft to a factory-built LSA company. In 2013, under Adam’s leadership, the company achieved Special LSA status following an audit that some FAA officials regarded as one of the most successful in the industry. “[Searey] passed FAA’s inspection with no major findings,” noted Adam. The company continues to offer kit versions as well as fully-built LSA in a variety of configurations. Searey achieved another distinction with Adam at the helm. The LSA seaplane claims to be the first LSA to obtained Type Design Approval and a Production Certificate from the Chinese aviation authority, CAAC, in 2015.

Cuban Invasion (by Light Aircraft) Continues

By Dan Johnson || June 1, 2017 Leave a Comment (Edit)

Flying light aircraft to Cuba seems to be a kind of new normal. Whatever the politics of the relations between governments, the fact remains that pilots enjoy using their aircraft and want to fly to interesting destinations. To many, Cuba is one of those places, a reasonably short flight from the USA… albeit over a stretch of mighty ocean. "Exploring new destinations and sharing the joy of flight are two of the key driving forces behind Cruiser Aircraft Inc. So when plans were announced for the first VFR Air Rally," the company announced, "Cruiser Aircraft.eu CEO Oscar Starinsky and Thomas Schrade president of the company's U.S. presence knew they had to be a part of it." Cruiser Aircraft is a relatively new entity — seen earlier this year at the Sebring Expo. The new enterprise is the exclusive western hemisphere importer of Czech Sport Aircraft’s SportCruiser.

Starinsky and Schrade saw the rally as an opportunity to forge new relationships and take the first steps in revitalizing the once vibrant general aviation community in Cuba. They also sought to commemorate the first aviators to make the crossing from the Florida Keys to Cuba. "Rivals Domingo Rosillo del Toro and Augustin Parla accomplished the feat of the longest flights over water in May 1913," said Cruiser Aircraft. "Flying in SportCruiser N767SX, Starinsky and Schrade were joined by Cruiser team members Bob Harris and Erin Porter in SportCruiser N707SX," noted the company. The four set out from the company’s current base at North Perry Airport Thursday, May 18, flying to Marathon (KMTH) to gather with other VFR pilot participants along with International Air Rally organizers Catherine Tobenas and Camile Dumont. The pair gave a detailed briefing. "After filing a very specific flight plan and learning the intricacies of the specially designated military corridor to be flown by the seven aircraft in the rally, spaced five minutes apart, the group launched on the morning of May 19, 104 years and two days after del Toro’s first successful crossing," said Cruiser Aircraft.

Like del Toro and Parla, the Cruiser team faced unfamiliar and possibly treacherous circumstances. This was a new experience for the pilots. "Deviating in any way from the flight plan was strictly forbidden." said the company. "The pilots were sternly instructed to follow predefined waypoints before finally reaching MUHA in Havana."

"Along with people-to-people exchanges and taking in the vibrant sights, smells and sounds of Havana and its environs, Cruiser’s primary mission was realized," said Cruiser Aircraft. The also reported that Oscar Starinsky met with Ernesto Efren Adlum Segui, President of the Club de Aviacion de Cuba to "discuss a potential training center to help revitalize general aviation in Cuba and make the long-forgotten dream of flying a reality again for its citizens."

After a three-day visit in Havana, the Cruiser team returned to Florida clearing customs at KEYW before returning home to North Perry Monday on May 22. "The annual VFR Air Rally to Cuba is just one of the special experiences Cruiser Aircraft Inc. intends to bring to the SportCruiser community when it opens its new facility in Sebastian, Florida this summer," said Cruiser Aircraft. The company said their "Cruiser Club will allow SportCruiser owners to experience exciting destinations around the world in SportCruiser aircraft." For more information visit www.cruiseraircraft.com. Cruiser Aircraft Inc. is currently based at North Perry Airport in the Miami area but reported plans to work on establishing a new headquarters at Sebastian Municipal Airport to be operational summer 2017.

Flying light aircraft to Cuba seems to be a kind of new normal. Whatever the politics of the relations between governments, the fact remains that pilots enjoy using their aircraft and want to fly to interesting destinations. To many, Cuba is one of those places, a reasonably short flight from the USA… albeit over a stretch of mighty ocean. “Exploring new destinations and sharing the joy of flight are two of the key driving forces behind Cruiser Aircraft Inc. So when plans were announced for the first VFR Air Rally,” the company announced, “Cruiser Aircraft.eu CEO Oscar Starinsky and Thomas Schrade president of the company’s U.S. presence knew they had to be a part of it.” Cruiser Aircraft is a relatively new entity — seen earlier this year at the Sebring Expo. The new enterprise is the exclusive western hemisphere importer of Czech Sport Aircraft’s SportCruiser. Starinsky and Schrade saw the rally as an opportunity to forge new relationships and take the first steps in revitalizing the once vibrant general aviation community in Cuba.

Back from Cuba! — First Light Aircraft Flights to the Island

By Dan Johnson || May 28, 2017 9 Comments (Edit)

Mike and Jonathan fly the Magni Gryo M16. All photos courtesy John Craparo

This article has been modified since originally posted. —DJ These days you can go to Cuba. You can even fly to the island nation. Yet one thing no one has been doing… is flying VFR to Cuba. According to John Craparo, this was the first time in at least 60 years. They were also the first-ever gyroplanes to arrive in Havana. John was joined by his three gyro friends — Dayton Dabbs, Mike Baker, and Jonathan Prickett — in a pair of Magni Gyro tandem two seaters, both M16 models. The gyroplanes were accompanied by two SportCruiser LSA, a pair of Bonanzas, and a Cirrus SR20. For the faster, fixed wing aircraft the 100-mile crossing was not a major challenge. However, any water crossing where you fly out of sight of land in a single engine airplane will earn your rapt attention.

Prepared for an over ocean flight where Friendship 4 would lose all sight of land.

It was a bigger deal yet to cross an expanse of ocean in open cockpit gyroplanes flying less than 100 miles an hour with 19 gallons of fuel on board. Doing so into a strong headwind added a further complication. Then, you have Cuban air traffic controllers who had never handled a VFR arrival. Besides circuitous vectoring, one of the gyros was assigned a holding pattern with fuel diminishing by the minute. See how this got interesting? John is no stranger to long distance flying in his gyroplane. He and partner Dayton Dabbs earned several FAI and NAA records for gyroplane flying. A recent expedition took them from Dallas’ Love field, to Santa Monica, to New York’s La Guardia, and back to Dallas. That continental criss-crossing in a open cockpit aircraft flying less than 100 miles an hour convinced them the flight to Cuba was quite achievable. Indeed, the trip from home base in Texas to the jump-off point of Marathon Key airport (KMTH) in Florida was a much longer trip than the final leg to Cuba.

John and Dayton fly another M16 Magni Gryo.

Why “Friendship 4?” John explained the name is a adaptation from Friendship 7, the famous John Glenn pioneering flight into space. John Craparo said, “This was a people to people tour, to show Cubans that Americans are good people.” At that goal, the group seemed to succeed with big smiles, shaking of many hands, and warm embraces from Cuban people. Even state officials were receptive to their visit. “We were assigned no government ‘handlers’,” added Craparo. The visit to Cuba was about both the destination and voyage. Since you’ll be able to read more and more about the island nation, this article focuses on the flying of light aircraft. Some challenges are obvious; others less so.

Rights of Passage

Although governments have eased the permissions required, the task is still rather daunting. John enlisted the aid of AirRally.com, a Canadian company that handled the effort of assuring the right steps were taken.

On approach to Havana's José Martí International Airport.

The group had a tight schedule. Their special visas required they fly over on May 19th with mandatory return on the 22nd. Those were the assigned travel days and weather could not be an excuse for delays. “We flew at 85 knots but fought a 30-knot headwind,” recalled John Craparo. The 100 nautical mile trip plus maneuvering for traffic would consume more than two hours and the majority of their fuel supply. Therefore obtaining fuel in Cuba was a must. “We wondered if 100LL fuel or any alternative was available as, unlike the fixed wing airplanes, we lacked sufficient fuel to make the round trip.” John and the gyro team discussed the task beforehand and elected to go. Yet they didn’t know about the headwind or the air traffic control experience when they made this decision. The straight line distance was only about 100 nautical miles but with ATC vectoring, it was closer to 130 nautical.

The gyroplane team was warmly received by officials.

“We were told we had to cross the ADIZ by 10 AM or turn around and go back,” John noted, adding another pressure point to the plan. Crossing that much water is a serious matter. They prepared. Each aircraft had two GPS units, dual radios. life vests, personal locators, Spot trackers, flare guns, and even a knife to attempt fending off any sharks or other predators. Gyroplanes are not designed to carry a lot of baggage, so after the safety gear, “we packed very light,” explained John. “We had two pairs of underwear, socks, and shorts. We planned to do laundry on the island.”

Arriving Over Cuba

Other than the headwind, the crossing was uneventful, but remember, the controllers had never handled a VFR flight so vectoring and being directed into clouds resulted. “We had five or 10 minutes of uncertainty with ATC after advising them we could not do IFR flight,” John clarified. Like controllers around the world, the Cubans spoke English but the pair of gyroplanes had to work things out in the air.

Sights in Havana stir memories of the '50s.

John’s Magni got on the ground first and successfully, but after waiting anxiously, still had no word about the other M16 gyroplane. “They had been put in a holding pattern and were ignored for a time,” related John. It was only minutes but, given the situation, seemed like hours. After pleading their fuel predicament to Cuban controllers, they were finally given clearance to land. “When the second gyroplane shut down, 1.5 gallons — 15 to 20 minutes‘ worth — of fuel remained, exclaimed John! John recorded his time from engine start in Marathon, Florida to shutdown in Havana at 2.5 hours. To compare, with calm winds on the return to America, the flight was only 1.5 hours. These Rotax engines burn between four to six gallons per hour depending on the power setting, so two and half hours equates to 12-15 gallons used. With 19 total on board, a return flight was not possible. The second gyro, delayed longer by Cuban ATC, consumed more of their supply. Being safe on the ground is good but clearly the gyro team needed to negotiate some fuel and only Jet A was commonly supplied on the airport.

(Left to right) Mike Baker, John Craparo, Dayton Dabbs, and Jonathan Prickett.

After lengthy discussions — including the possibility of siphoning fuel from one or more of the GA airplanes who were not fuel challenged — a solution was found with help from the AirRally people. A fuel truck was procured and the gyroplanes were fueled with what was described as 100 octane fuel at a modest price. “All things considered it seemed a good value,” John said. Payment had to be in cash; credit cards are not used in Cuba. John and partners were prepared, thanks to their own study and advice from AirRally.com. “We ran the engines for a time after uploading the fuel,” John indicated, but the fuel turned out to be good and the flight home went without incident. The experience in Cuba was excellent and interesting, according to the flight of seven. Friendship 4 will no doubt replay the trip in their minds for years to come, especially the rather tense arrival. "Thanks to everyone who cheered us on," finished John.

This article has been modified since originally posted. —DJ These days you can go to Cuba. You can even fly to the island nation. Yet one thing no one has been doing… is flying VFR to Cuba. According to John Craparo, this was the first time in at least 60 years. They were also the first-ever gyroplanes to arrive in Havana. John was joined by his three gyro friends — Dayton Dabbs, Mike Baker, and Jonathan Prickett — in a pair of Magni Gyro tandem two seaters, both M16 models. The gyroplanes were accompanied by two SportCruiser LSA, a pair of Bonanzas, and a Cirrus SR20. For the faster, fixed wing aircraft the 100-mile crossing was not a major challenge. However, any water crossing where you fly out of sight of land in a single engine airplane will earn your rapt attention. It was a bigger deal yet to cross an expanse of ocean in open cockpit gyroplanes flying less than 100 miles an hour with 19 gallons of fuel on board.

Just Aircraft …No “Just” About It. SuperSTOL Leaps Aloft.

By Dan Johnson || May 26, 2017 Leave a Comment (Edit)

Both these companies are to be congratulated for advancing the light aircraft field, but one aircraft really lit this space on fire: Just Aircraft and their ground-breaking SuperSTOL. Just Aircraft went beyond vintage appeal by extending SuperSTOL ability with several distinctive features. "The dual slatted wing significantly enhanced performance and slow flight control," said design engineer Troy Woodland. His SuperSTOL wing design incorporates self-deploying leading edge slats and wide span Fowler flaps to increase stall range. SuperSTOL also uses vortex generators to further stretch slow flight performance and handling (photo). "This provides access to considerably more off-airport landing sites, making the SuperSTOL one of the most versatile backcountry machines out there," Troy added.

Thanks to those flight qualities, one was pressed into scientific survey service in a difficult environment. Russian biologists sought an aircraft to conduct surveys of wildlife populations along the Northeastern Russian Coast, above the Arctic Circle. George V. Kirtaev ordered a SuperSTOL kit from Just Aircraft in the summer of 2015. Russia allows homebuilts to be constructed, certified and flown in their airspace. With more than 200 hours in his SuperSTOL, Kirtaev said, “It is possible to fly low and slow which is essential for counting and photography.” The rugged design has proved to be good working aircraft. “There is a lot of space inside for gear and you can even spend the night in it," added Kirtaev. Complementing the hardworking wing Troy created a landing gear system that takes full advantage of a hydraulic strut with a surprising long stroke travel. SuperSTOL's tail wheel also incorporates a hydraulic shock to lessen aggressive off-airport landings. You can read my experience with SuperSTOL and this amazing landing gear here.

Wing slats combined with large surface area Fowler flaps allow the aircraft to be flown at extremely high angles of attack, permitting it to drop into small or inclined clearings. This provides access to considerably more off-airport landing sites, making the SuperStol one of the most versatile backcountry machines available. With the new wing configuration, Just Aircraft said the aircraft can cruise at 110 mph, land at 32 mph, and take off or land with as little as 150 feet of runway …or maybe a lot less. Alaska pilot Robby Pedersen won first place in the LSA Class at the Valdez short landing and take off competition. He was aided in this task by Beringer brakes and Alaskan Bush Tires on his SuperSTOL. SuperSTOL can be a workhorse but you have to bring the flying machine to a stop. About his Beringer brakes, Robby said, "They were perfect! I could not have had the shortest landing of the day without them. They are smooth and easy to regulate providing perfect control."

Just Aircraft offers several SuperSTOL engine options including the original Rotax 912. Those seeking the ultimate in how power will elect Titan's X-340 engine on Just Aircraft's stretched SuperSTOL XL. Thanks to a redesigned crankshaft, Titan develops 180 horsepower with elevated torque levels according to Continental Motors' James Ball. He added, "Essentially, the engine started out life as a 160 horsepower Lycoming, but original developer ECi (purchased by Continental in 2015) reconfigured the engine to have a larger displacement resulting in more power." Hear Just Aircraft's Troy Woodland and Gary Schmitt discuss the Titan-powered SuperSTOL in this video.

CubCrafters now leads the field for Special LSA (see this report to learn more) thanks significantly to their early installation of the 180 horsepower Titan engine. Outback Shock is starting making waves in the sky with their impressive entry. Outback with Shock options is sold in America by SportairUSA. Both these companies are to be congratulated for advancing the light aircraft field, but one aircraft really lit this space on fire: Just Aircraft and their ground-breaking SuperSTOL. Just Aircraft went beyond vintage appeal by extending SuperSTOL ability with several distinctive features. “The dual slatted wing significantly enhanced performance and slow flight control,” said design engineer Troy Woodland. His SuperSTOL wing design incorporates self-deploying leading edge slats and wide span Fowler flaps to increase stall range. SuperSTOL also uses vortex generators to further stretch slow flight performance and handling (photo). “This provides access to considerably more off-airport landing sites, making the SuperSTOL one of the most versatile backcountry machines out there,” Troy added.

45th Spectacular — A Fun Tradition in Kitty Hawk

By Dan Johnson || May 20, 2017 Leave a Comment (Edit)

Wind blows across the dunes here in Nags Head in a way that first drew the Wright Brothers 114 years ago. Indeed, a couple miles north a memorial commemorates the famous bicycle shop owners who made history in this breezy outpost on the Outer Banks of North Carolina. For 45 years, an event has occurred on these ever-shifting dunes qualifying it as one of aviation's longest-lasting events. To some eyes, it may also be one of the most fun, a nearly innocent way to take to the air in the lightest of wings. Many do it barefoot, and here, that's perfectly fine. This is the grandly-named Hang Gliding Spectacular. The staff who run it refer to it simply as "Spec." The old saying about not flying higher that you want to fall practically defines sand dune flying on Jockey's Ridge. The idea: fly from an 85-foot-high, rather gently sloping sand dune using the wind and your skills targeting a set of concentric rings at the base of the dunes to see who can most closely plant both feet in the bulls eye. Not many do. It's harder that hitting that little center ring on a dartboard.

Fun abounds and no wonder. "Spec" is sponsored by Kitty Hawk Kites supported by other local businesses. Kitty Hawk — Nags Head — the Outer Banks… this is a major tourist haven. Mile upon mile of beach houses are rented to millions of tourists from all over the east cost. All those folks are looking for some fun on their vacation and Kitty Hawk Kites owner John Harris' multiple businesses give many ways to enjoy the area. His hang gliding school, established in 1974 has probably trained more hang glider pilots than any other school on Earth. Many went on to fly airliners and other working aircraft. Another large bunch of them still enjoy this simple and inexpensive way to go aloft. Not all hang gliding is sand dune flying, of course. Impressive flights of many hundreds of miles have been achieved and competitions occur around the world showcasing truly expert pilots using high-tech gliders and gear. However, nearly all these "sky gods" learned to fly in a manner similar to what happens here at Kitty Hawk Kites.

Powered aircraft pilot might not think this appeals to them. That's understandable. Yet those of us who spent years in hang gliding can attest to the good times this kind of flying provides. More than any other aircraft, a hang glider comes closest to delivering the childhood fantasy of your arms as wings. Angels of the sky? Maybe, but if you fly, you know the enjoyment going aloft can bring; sand dune hang gliding is another fine way to enjoy the air. This short video produced at the 2016 event gives a flavor of the festivities and gives an up close glimpse at the dune flying. https://youtu.be/b307YiBpxhE

Wind blows across the dunes here in Nags Head in a way that first drew the Wright Brothers 114 years ago. Indeed, a couple miles north a memorial commemorates the famous bicycle shop owners who made history in this breezy outpost on the Outer Banks of North Carolina. For 45 years, an event has occurred on these ever-shifting dunes qualifying it as one of aviation’s longest-lasting events. To some eyes, it may also be one of the most fun, a nearly innocent way to take to the air in the lightest of wings. Many do it barefoot, and here, that’s perfectly fine. This is the grandly-named Hang Gliding Spectacular. The staff who run it refer to it simply as “Spec.” The old saying about not flying higher that you want to fall practically defines sand dune flying on Jockey’s Ridge. The idea: fly from an 85-foot-high, rather gently sloping sand dune using the wind and your skills targeting a set of concentric rings at the base of the dunes to see who can most closely plant both feet in the bulls eye.

Sleek, Sexy Electric Light-Sport Seaplane

By Dan Johnson || May 19, 2017 2 Comments (Edit)

AirMax SeaMax — Icon A5 — Vickers Wave — MVP — Lisa Akoya… you only need look at the best promoted brands to see that arguably the most innovative ideas in light aircraft are coming from the LSA seaplane sector. Each of these is a great example of visionary engineering. Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that's reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation.

Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update. After Aero 2017, aeronautical journalist extraordinaire, Marino Boric (website), wrote, "The Norwegian company, a typical start-up enterprise, successfully impressed the public with its P2 Xcursion at Aero." "Equator has created an interesting amphibious two seater with a hybrid propulsion system (EHPS) where the prop on the vertical stabilizer is driven by a 100kW (134 horsepower) electric motor which receives electric energy from a remotely-located Wankel combustion engine/generator power unit …and/or from a battery pack." Thanks, Marino. We will have more from him still to follow. Equator's team lead by CEO Tomas Brødreskift said, "We imagine hybrid bio-based technologies as a bridging technology, [one] that can provide green flight, but still have suitable long range capability." Since "range anxiety" seems to be the major challenge facing electric car producers, maybe Tomas and Equator are on to something. The company views four particular attributes of Equator

Floatwing — removes the need for external high drag support geometries, and provides high stability
Merged Hull Geometry — fuselage has an aerodynamic forward geometry merged with the boat hull further back for minimizing drag on the boat hull section
Electric Motor — gives us smooth aerodynamics and lower weight at the same time; we get all the bulk and weight down in the hull for optimized stability in water
Laminar Flow — drag is kept low over all with a laminar flow fuselage, canopy and airfoils

image by Mario Boric at Aero 2017

An "air lubrication system" is an experimental method designed to lower drag when taking off from water. Air is pumped through tiny holes in the hull to reduce friction. When in water, the M97 electric engine can be reversed when you pull the throttle all the way back and actuate the wheel brakes. "You can brake and reverse the plane aerodynamically in water, a dream for any seaplane pilot," said Equator. The rudder fly-by-wire and nose gear drive-by-wire are more experimental technologies. "We believe these may make it simpler for the prospective owner and pilot to learn how to fly. No more hand and foot coordination, here you can put your feet up high and use your hands only for all control inputs. A video on the company's website shows twisting the joystick like a motorcycle throttle to move the rudder. This is clever but non-standard, which may create resistance from experienced pilots. However, it shows their out-of-the-box thinking. P2 Xcursion's power system is comprised of three elements:

Internal Combustion Engine — WST KKM 352 Wankel producing 57kW (76 horsepower) weighing 99 pounds (45 kg)
Generator — Engiro G60 producing 60kW, water cooled weighing 33 pounds (15 kg)
Electric Motor — Engiro M97 Electric producing 97 kW (130 horsepower) weighing 71 pounds ( 32 kg)

image by Mario Boric at Aero 2017

All three elements weight 203 pounds (92 kg), which isn't bad for 130 horsepower compared to an equivalent gasoline engine thrust… but that may be an inadequate comparison. Electric motors are known for their high torque, just what is needed for a seaplane trying to leave the water. On balance, though, keeping such a multi-element system in perfect operating condition requires different skills than maintaining a gasoline engine. Additional training seems needed for aviation mechanics to perform upkeep on such a hybrid. Avionics are supplied by an MGL iEFIS with remote transponder and radio. For their propeller, Equator chose a DUC Flash with custom DUC hub and spinner. P2 Xcursion is interesting enough to keep following during its test flying program. Marino reported, "The prototype should soon start with ground/water testing and the maiden flight is planned for summer 2017." Go explore Equator's website for yourself.

AirMax SeaMax — Icon A5 — Vickers Wave — MVP — Lisa Akoya… you only need look at the best promoted brands to see that arguably the most innovative ideas in light aircraft are coming from the LSA seaplane sector. Each of these is a great example of visionary engineering. Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that’s reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation. Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update.