To reassure customers old and new, Masschelein added, “The Remos GX is a major part of our plans for the future.”
Both companies are referring to the move as a "merger." This transaction follows a cooperation beginning in 2014 when Remos AG began producing structural composite parts for Stemme.
"The agreement has been unanimously approved by both companies’ supervisory boards," they reported. Each brand will continue to market their existing products under the current brand names but the new organization will operate under the name Stemme AG.
While manufacturing plants in Pasewalk and Strausberg will remain operational, they plan to increase production capacity at the Remos facility in Pasewalk in order to meet the growing demand especially for Stemme and ECARYS aircraft. Production of Remos aircraft will remain in Pasewalk.
Stemme CEO Masschelein elaborated, “The idea of a merger just made sense in the perspective of the development of both companies. Both companies share a similar business philosophy, similar customer focus and equal quality focus. We expect Remos and Stemme customers to benefit from the new organisation and look forward to serving them for years to come."
Outgoing CEO of Remos AG, Hanns-Friedrich Begemann, welcomed the merger "as a logical consequence of the successful existing cooperation and development of the respective markets."
Outgoing CEO of Remos AG, Hanns-Friedrich Begemann, welcomed the merger "as a logical consequence of the successful existing cooperation and development of the respective markets."
Founded in 1984 by an engineer and passionate glider pilot named Dr. Reiner Stemme, the then-Berlin-based company sought to create an aircraft capable of long-distance soaring flights that could be launched independent of tow systems, in other words a motorglider, but one at the top of the category.
Stemme AG is an aircraft design, manufacturing, and maintenance company located in Strausberg, Germany. Products include S12 and S10 to private customers, and the Ecarys ES15 utility aircraft to professional customers. Stemme markets and sells its aircraft worldwide. Stemme USA services North America. More than 250 aircraft have been sold worldwide and more than 30 are on order.
Better known to readers of this website, Remos AG manufactures European ultralight aircraft plus Light-Sport Aircraft. More than 450 Remos aircraft have been sold around the world; about 120 of those in the USA.
SWAN is a single-seater ultralight aircraft created and manufactured by 
The Romanian company displayed a standard Polini-equipped aircraft at Aero 2017, but also had a Geiger-equipped alternative. This was still as a prototype, Roy clarified.
"The installation of the electric motor was very clean, with the boom-mounted powerplant located right where the typical gasser engine would be," observed Roy. "The battery installation on this one is better than on some designs, which pack the batteries into the existing engine compartment." Instead, batteries for Swan were mounted under the passenger seat, which no doubt improves the center of gravity and stability of the aircraft. It would also seem safer in the event of a poor landing or other mishap.
"Swan was just one example of electric power being offered, or soon to be offered right next to gasoline-powered aircraft at Aero 2017," concluded Roy. Learn more about Swan at 
John Hunter has extensive experience with Drifter, AirCam, and several Aeroprakt models. Recently, he has been in Italy visiting Innovaviation to conduct the first test flights.
Created by JetFox designer, Alfredo Di Cesare, FX 1 is a modern aircraft cabin and fuselage structure made primarily of light weight carbon-graphite composite with wings and tail built from aluminum. Under the shapely skin is a cage of welded chromoly steel that provides robust occupant protection.
Alfredo wrote, "FX1 is a fourth-generation sport plane [that] evolved from successful European designs of the last three decades." Using computer-aided design FX1 "has been carefully engineered to optimize all aspects of a proven configuration."
Additional details including many more photos plus design considerations can be found on 
"The aircraft is stable, yet responsive. It does not display control sensitivity in any axis, yet control response is very positive. It can easily be flown with neutral trim throughout it's speed range, including all three stages of flap deployment (15º, 30º, and 45º).
"In flight it does not exhibit significant changes pitch with the application or retraction of power, and controls do not become heavy from changes in configuration or speed. Stall behavior is "tame" and predictable, exhibiting a mild break, shallow pitching and a quick recovery.
"Seating is comfortable, and adjustable fore and aft. The optional side-stick control system works well, and I found the aircraft easy to fly from either seat (left seat requires left-hand control, with right-hand for the right seat). The standard control will be conventional dual joy-sticks, centrally mounted. A vernier throttle is installed at the center of the panel. Control for the hydraulic brakes is a manual lever mounted forward between the seats, and includes a parking brake valve. Turn radius is adequate for ramp maneuvers.
"The first flap position (15º) is recommended for takeoff. On turf, the nose gear can be rotated in 5 seconds, and liftoff occurs 8 seconds from standstill, with winds calm and a takeoff weight of 950 pounds (solo flight with 50% fuel). Takeoff roll is approximately 320 feet. Standard day rate of climb at 80 mph is 1,050 feet per minute.
"On landing, the first flap position is recommended on downwind, second on crosswind (30º), and third on final (45º, full flaps). The fowler flaps are effective, and necessary for short field operations. The aircraft exhibits low drag, and speed control is imperative for short runways. The aircraft flares well, and is easy to land. When I asked for speeds, John noted he used 75 mph on downwind, 60 on base leg, and 55 over the fence after full flaps (45º) were deployed.
"The cabin is comfortable, relatively quiet, and visibility is excellent. The FX1 has a high-quality feel, and is a pleasure to fly."
FX 1 was designed to conform to American regulations. John's goal has been to establish production of the FX1 in the United States, both for the domestic market and for export. "I have been working with Innovaviation over the past two years towards that end, and having just flown the plane, we are definitely on the right track," John expressed.
When Fx1 makes landfall in the USA, we will look toward a video interview with John and perhaps a fuller flight report. If interested to keep up with John Hunter's effort to import FX1, call (207) 271-3040.
Prominently displayed in front of the Rotax Aircraft Engines exhibit at Sun 'n Fun — right at the main entrance to the large spring show — was a strikingly-painted Searey kit-built aircraft (photo). Why? The mission was to showcase how a Rotax-powered amphibian aircraft can get more push… without complexity.
Named Searey ATD, Advanced Technology Demonstrator, the collaborators include 
On Wednesday, April 5, the Global Show for General Aviation started for the 25th time. The 2017 edition opened with a record participation of 707 exhibitors from 39 countries, some 100 more than in 2016, presenting the best results in its history. Not only did more vendors attend this benchmark Aero, even the number of visitors numbers increased on first three days by six percent.
With Sun 'n Fun also reporting record numbers, the health of lighter aviation appears strong and vibrant.
On a closing day Aero project manager Roland Bosch was the happiest man on earth. He told me that Aero 2017 set a double record: 34,200 trade visitors (2016: 30,800 —2015: 33,900) and the highest number of exhibitors adding: "Good flight weather, a great anniversary party, satisfied exhibitors, and above all, a visitor and exhibitor record."
The fair-chief, CEO Klaus Wellmann said: "It is now clear that our Aero is the most important business meeting for the aviation industry in Europe boasting many premieres." As is often the case with this event, many novel aircraft were presented.
The largest general aviation exhibition in Europe offers everything that flies from gliders to business jets, but the seven massive exhibition halls (each the size of a basketball gymnasium) regularly offer a huge presence of European ultralight or microlight aircraft. These are comparable to American Light-Sport Aircraft. Fixed wings, gyroplanes, weight shift, electric power, gasoline power, diesel power, and so much more fill the halls to capacity.
On day prior the start, on Tuesday, and on a closing day, on Saturday several aircraft with electric propulsion systems flew their rounds silently in the sky over the fairgrounds (photos).
In the days ahead, we will offer lots more information about Aero and Sun 'n Fun 2017, two events that both set records and had the interesting aircraft to prove it.
Welcome to the new US Flight Expo. Less like Sun 'n Fun and AirVenture with their airshow components and vast acreage of airplanes of all types, US Flight Expo will perhaps more closely resemble 
Organized by Arion Lightning dealer and light aviation enthusiast Greg Hobbs, the sector we usually cover here on ByDanJohnson.com looks to be well represented. Consider the list below. The other shows are all in the eastern U.S., a phenomenon I've discussed with many people over the years. For whatever reason, no major show has come to dominate the expansive western U.S.
Vast Western landscapes can be incredibly beautiful as the photos show. Greg is a hardworking fellow who has been laboring to build this event for the benefit of airplane enthusiasts and the vendors who serve them. He said early May is pleasantly warm and temperate with deep blue skies.
A video interview with Greg at Sun 'n Fun will be ready shortly but if you want to find out more soon, here's some contacts:
Videoman Dave first pulled me aside to look at an unusual ultralight aircraft nestled in the homebuilt area hidden behind a row of porta-potties. It was a questionable (but, surprisingly not stinky) location for what I had to admit was one truly fascinating aircraft. Check out Lightning Bug!
Sun 'n Fun Paradise City volunteers and officials evidently agreed that Lightning Bug was too fun and too novel to be sequestered behind the biffies. Out it came to a prominent position right in front of the area headquarters tent. In this central spot, this sweet little flying creation steadily drew a crowd.
I missed seeing Lightning Bug take to the air on Friday, April 7th, but I was told it looked good. This despite fairly strong winds that crossed the runway at angles approaching 90 degrees. Other light aircraft managed to fly normally so why does this surprise me?
One look at the photos ought to explain but what you can't see is that Lightning Bug weighs a mere 140 pounds and employs unorthodox control surfaces. I don't think I've ever seen a three axis flying machine, 'er… ultralight vehicle that comes in an amazing 114 pounds under the tight weight limit of Part 103.
The work of Brian Austein, Lighting Bug is not planned as a product. Brian grew up flying model aircraft, radio control airplanes. He wanted to see if he could make a low-cost aircraft that could be powered by twin engines that are tiny compared to most ultralights but very large for a radio-controls model. Some years ago RC models with spans of a few inches to a 3-4 feet went fully electric. Larger ones, up to 50% scale said Brian, use the engines he mounted on Lightning Bug.
His investment, not counting the value of his time: about $3,000, $1,000 for each engine and $1,000 for his novel airframe that uses elevons and other moveable surfaces you simply don't see on, well… "normal" aircraft. I was completely impressed not only by the extreme creativity in assembling an aircraft with looks unique to any I've ever seen, but to Brian's thoughtful consideration and by the quality of the workmanship.
A variety of materials were used to build this head-turning aircraft. Welded steel provides the basic structure with foam core and aluminum spar wings. Control surfaces are covered with see-through monokote as you'd find on many model aircraft, again hewing to Brian's background.
Lightning Bug has a tiny 19.5-foot span comprised of two eight foot wings and a 3.5-foot center section. The canard up front allows Brian to rotate off the ground more controllably but when he says it "Will Not Stall," he does not refer to the canard preventing a break.
On top of everything else about this awesome, singular product, it is equipped with "auto pilot." Is your head starting to spin? Mine sure was.
A couple years ago, Brian developed the Woodpecker and proceeded to win several awards at Oshkosh, he reported. That machine was not sold either showing this is a fascination for achieving super-affordable and novel aircraft that meld full-scale, man-carrying aircraft to techniques employed in assembling RC aircraft. From the constant attention Lightning Bug generated, it is obvious I was not the only one wowed by this young man's design prowess and his unconventional approach. Bravo, Brian!
Fortunately, Brian consented to a video interview so you will get a fuller story after Videoman Dave gets the editing done.
Here at the Sun ‘n Fun 2017 airshow LAMA’s LSA Mall is full and strong with 13 aircraft gathered from some of the leading brands. This exhibit was paired with the first-ever “Engines of Light Aircraft” display inside a large LAMA “Show Center” tent. On the first days of the Lakeland show, people appeared to be receiving the idea warmly.
One brand, Tecnam of Italy, showed its strength in the light aircraft community with three aircraft represented, two from First Landings at Apopka Airport in Florida and one from Lockwood Aircraft. The former are used in an active Sport Pilot school and the latter is a great example of the durability of Light-Sport Aircraft. The example from Lockwood has 4,500 hours on it and looks brand new.
Beside Tecnam, aircraft included Zlin’s Shock, BRM Aero’s Bristell, Progressive Aerodyne’s Searey, AeroJones’ CTLS, Pipistrel’s Virus SW, Aerotrek’s A-240, TL Ultralight’s Sting, Lockwood’s AirCam, and a Rans S-7 powered by Viking Engines.
The big show at Lakeland, Florida is open and happening. Today (Tuesday April 4th) is opening day; the event runs through Sunday, April 9th. Along with Videoman Dave, we've already starting making the rounds and we've found plenty to see.
As you see in the photos, 
Among them, Revolt has giant tundra tires not often seen on trikes. Paired with that long shock absorber legs worthy of a SuperSTOL or Outback Shock. Like their lower priced single seater, Rev, Revolt does away with the forward strut, sometimes called a compression strut, which leaves both occupants but particularly the front occupant or solo pilot with an enormous unobstructed view.
Revolt used power from the Rotax 912, which combined with an 18.7 gallon fuel tank, will provide a long range or at least plenty of local flying without refueling. The example showed at Sun 'n Fun had a 6-blade e-prop and ballistic parachute. The latter are optional extras by lead designer Larry Mednick (photo) explained that not many options were anticipated for the new model. It is aggressively priced — specifically to address those who found Revo a tad pricey — at $39,990 with the 
How is it that Rotax so dominates the supply of engines to light aircraft? Many reasons might be cited but one is the superlative training they offer. For 2017, the company is going even further, now offering essential training opportunities to the legions who attend airshows in both the USA and Europe.
"It cannot be done," is the quick dismissal from many in aviation, referring to instrument flying in a LSA. In 2017, I venture to say everyone in aviation (worldwide) knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can be a bad thing. The details unveil more.
So, as some say, it cannot be done, right? Wrong.
At 
We lost one of the good ones recently. You may not have met or even know this man, but you certainly know — and may absolutely love — the airplanes he created.
We are fast approaching an important time of year... only this year I am a bit conflicted. The good news is 
I'm irked I cannot attend Aero this year for another reason: it is the 25th anniversary event. Organizer and Aero project leader, Roland Bosch, said, "The entire spectrum of modern ultralights, gliders, and [larger] aircraft, as well as business jets, will be exhibited at the show." I enjoy his leading emphasis on the light side, where Aero truly got its start a quarter century ago. Roland also noted the e-flight air show taking place one day before the opening of the anniversary Aero. "We want to give you exciting insights into the world of flight and offer you the opportunity to talk with experts."
Once upon a time, the producer of a yellow LSA taildragger installed the industry's most powerful engine resulting in a performance leader. This gambit succeeded handily and the builder enjoyed several strong years of sales. Others looked upon this success and saw that it was good.
Into the cauldron of development activity stepped Zlin and their Shock model. This Czech-based company is no newcomer. You already know their Savage models, reported here frequently as the former iCub and later the Outback and Nomad plus the one-of-a-kind Bobber.
Looking deeper into the details, the Shock options include what SportairUSA calls the "hyper-STOL" wing profile boasting short takeoff and faster rate of climb. This incorporates slatted wings that move according to airflows without pilot involvement combined with two-element Fowler flaps and strategically placed vortex generators in numerous locations to optimize low-speed control.
Alright, you might accept Outback Shock as a engineering marvel with all the right attributes to qualify as a "hyper"STOL but what does all this do for you?
Two forms of flying are racing at us at increasing speed. This is both scary and promising at once. What can we expect? My crystal ball is no better than yours, but let me tell you what I can imagine may be headed our way.
Sure, we also like to fly cross country... or fly from off water... or perform aerobatics... or master soaring flight... take a friend or the family on an aerial excursion... travel regionally. Might some of these activities be done another way, specifically, could a drone do the job? You might not think so but please keep reading.
Imagine it is 2021. You go out in your back yard, or go to a park, or any number of places. You prepare your drone for launch, snap in your smartphone, put on your VR goggles, pick up the controller and go flying. Once you get this method down, you might replicate a real sightseeing flight to a significant degree.
To the futuristic superdrone scenario, factor in recent news about the Dubai Transportation authority allegedly approving operations within a year (!!) for a fleet of eHang autonomously flown air taxis. Does this sound far-fetched and unlikely? Yep, it does to me, too. However, many believe it is only a matter of time before such services might be available. We may know in a year.
At Sebring 2017, another long-awaited aircraft emerged... or re-emerged. After wandering for a few years since original Hawk developer Chuck Slusarczyk retired and sold his company, the once-popular design has a new home in central Florida.
I've written about this before (
Indeed, Terry beamed when he told me that he'd already sold six aircraft (recently; not all at the show), most of them the two-seat variety as shown in the nearby photos plus one Part 103 ultralight.
Because original designer Chuck Slusarczyk won FAA acceptance for an ASTM-compliant model, Terry can supply a fully built Special Light-Sport Aircraft version and at Sebring 2017 he told me that he fully intends to do so. Because any new manufacturer, even of an existing brand, can be required to go through an FAA audit, a SLSA Hawk may not be an immediate development. (The agency can also elect to review documents and not do an on-site inspection, at their discretion. For a slower speed, lighter weight aircraft with many hundreds flying, FAA may choose not to make a manufacturing site visit.)
Amid the displays at Sebring's 13th annual Expo, many attendees took a look at this new model and came away with a smile. Several times as I passed Terry's display at Sebring, people seemed to be examining his handsome entry with interest.
New Hawk proprietor Terry acquired the venerable Hawk line from previous owner Danny Dezauche who bought the company from Chuck. Danny kept the brand alive but did not progress too far with it.
All told, CGS Hawks number close to 2,000 units flying. Many owners to whom I've spoke truly love this simple but well-flying aircraft.
CGS originally stood for Chuck's Glider Supplies. Chuck was an early leader in hang gliding and made thousands of them. As "motorized" hang gliders arrived on the scene back in the late '70s and early '80s, Chuck made the jump. In fact, he formerly sold "power packs" to others who wanted to power their hang gliders.
One thing lead to another and Chuck developed his company into a airplane manufacturer, leaving behind his youthful days as a hang glider pilot and entrepreneur.
After decades of operation, Chuck sold his company to enjoy a well-deserved retirement and Alabama businessman Danny Dezauche kept it going for a few years.
A year ago, in January 2016, Dezauche sold CGS Hawk to Terry Short based in Lake Wales, Florida. After retiring from the Polk County School Board, Terry and his son Chris will operate the enterprise in central Florida. They will support the many hundreds of Hawks still flying with parts and services in addition to build several of the models including the Special LSA Model called Hawk II, a tandem two seater.
Catch Terry and the Hawk at 