Can you hear it? Do you notice pilots all around you preparing for the annual pilgrimage to Oshkosh, Wisconsin for AirVenture 2023? Preflights happening. Engines firing up. Courses set on the EFIS. We’re off to the biggest aviation week of the year! One pre-show announcement came from one of our most stable and long-lived producers in recreational aviation, Sensenich Propellers. Based in Plant City, Florida not far from Lakeland where Sun ‘n Fun happens every year, Sensenich will be going on the road with the rest of us as we make our way to upper midwest U.S. Come on along. Hope to see you on the grounds… though maybe not because on the busy days literally hundreds of thousands of pilots and friends will be examining tens of thousands of aircraft and every imaginable kind of aviation gear, including props, of course. Now for Lycoming’s O-320 On July 11, 2023 Sensenich received a Supplemental Type Certificate (STC) for its carbon ground adjustable pitch STOL propeller on Piper Super Cub Aircraft with O-320 engines.
Big Splash! — Vickers “Aggressively” Tests the Hull of their Wave LSA Seaplane
Testing Hard
"We have dialed up the pace," exclaimed Paul Vickers. "The Vickers Wave has completed the hull testing phase and the results are incredible." Hull testing? Land-based aircraft don't require such testing, which relates to floating a seaplane in the water, firing up the engine, moving fast in taxi mode, and abruptly turning the aircraft to see how it behaves and fares. As you read, Paul was pumped. He continued, "2022 in New Zealand had a particularly windy summer/fall that exceeded our flight test plan wind limits daily, drastically reducing the time we could fly." During this long windy spell, "We took this opportunity to test the hull and its capabilities, fine-tuning it to remove any unfavorable tendencies other seaplane manufacturers tolerate." "We recently had a seaplane test pilot undertake hull testing," explained Paul. "He gave Wave 10 out of 10 for all aspects of safety and performance; by far the best, safest, and fun hull he has experienced." Are you wondering whether this was simply Paul's pilot buddy giving his friend's creation a thumbs-up? No, Vickers reported that the New Zealand CAA (their FAA) has strict test pilot criteria that involve CAA approvals and the test pilot being a graduate from a known test pilot school, usually U.S. military. "Combine this with requiring seaplane ratings and experience, and Vickers — based in New Zealand — [had a small supply] of available test pilots. Plus, we are very selective." Who can blame him? Paul has spent years of his life bring Wave to reality. This is no time to cut corners. "We are now scheduled to recommence test flights in September once the weather settles,"Paul promised. "This will offer the opportunity to conduct some air-to-air videos and photography that has eluded us to date." Inn 2019, Wave was given an FAA exemption to LSA regulations regarding maximum takeoff weight allowed. Usually a seaplane is permitted 1,430 pounds (650 kilograms). After its exemption request was granted, Wave can tip the scales up to 1,850 pounds (839 kilograms). "We water-tested our entire CG range at slightly above our MTOW of 1,850 pounds," observed Paul. "Wave effortlessly and quickly accelerated onto the step in a matter of seconds, requiring minimal pilot input. From there, it rapidly accelerates towards takeoff speed. From extensive testing, we can confidently say that rotation will be achieved in under 20 seconds, in approximately 500 feet."916-Powerful Wave
New Zealand is a great distance from Rotax but the Austrian engine manufacturer does business around the globe. Indeed, half a world away, Vickers is now designed for a Rotax 160-horsepower 916iS with turbocharger and intercooler (image). Given this much power, even an 1,850 pound Wave should exuberantly leave the water. Fitting the new engine, completing all water-based testing, and preparing for ASTM's lengthy flight test requirements will keep Team Vickers close to their shop for the next few months. "We will not be attending Oshkosh this year (2023) as we have a particular path to market that we will begin to unveil in 2024." Paul explained this comment, "We have watched and learned from other aircraft (and automotive) manufacturers over the past 10 years and clearly see the mistakes, and promises, that were made and missed. We will be applying the same thought process and discipline to our pending rollout as we have done to the entire project to date. There is no point in having an aircraft without a manufacturing company to support it, so we did both in parallel. Likewise, there is no point embarking on expensive marketing and airshow displays until we have a product to deliver and demonstrate." Who would argue these points? Yet it takes patience — and money — to go at a deliberate pace. To appease those anxious to get in line for a Wave, Paul noted, "We are releasing a few early delivery positions at each milestone so we can confidently begin to scale and ramp year one and two production with confidence, allowing us to secure engines, carbon fiber, and avionics. If you want to get the early list, send Vickers an email. "We are 13 years into the development of the Wave," Paul emphatically stated. "Our manufacturing facilities are complete, and initial deliveries are scheduled." Are you interested in riding a powerful Wave? Discover more using these links…ARTICLE LINKS:
- Vickers Wave, contact info and web links
- Get in line for a Wave — email Vickers
- Vickers Wave, article about maiden flight on this website
- Wave goes in the water, article on this website
- Vickers Wave gets FAA weight increase, article on this website
- Rotax 916iS debut at Sun 'n Fun 2023, article on this website
- More Vickers Wave testing + links to many other LSA seaplanes
- See thousands of airplanes at EAA AirVenture Oshkosh 2023
Oshkosh is nearly here again so it must be seaplane flying time. America’s north is rich with open water for fun or safety. When the summer season arrives, seaplanes are at their finest. Indeed, AirVenture’s Seaplane Base operation is a whole show alongside the main show; if you’ve never gone, a visual treat awaits you. One LSA seaplane we’ve been anticipating for a long time is Vickers Aircraft‘s Wave from New Zealand. Lead by namesake Paul Vickers, the down-under company has been deliberate about development. I wrote about Wave following its maiden flight. That splendid achievement awkwardly came immediately before Sun ‘n Fun 2022 launched. As a result, other show-related news quickly pushed down the Wave story on my home page. That was unfortunate but unavoidable. The show must go on (and be reported). I’m always amazed at how many aircraft make first flights or other notable events just as some show is opening.
More than Spinning Multicopters, Here’s an In-the-Wing Electric Idea that Recently Won a Patent
Describing DEPOD Distributed Electric Propulsion On Demand
"Now covered by two U.S. patents (see at bottom) this new on-demand propulsion system gives the pilot instant added thrust for takeoff or for a go-around, and instant reverse thrust to allow shorter landing rolls," explain Chip.. "It helps achieve extreme short takeoff and landing performance in three ways, and it provides added aircraft 'envelope protection'." Chip continued…- TAKEOFF THRUST: The wing-imbedded electric motors seriously augment takeoff thrust, letting the aircraft reach Vr quicker and shortening takeoff and over-obstacle distances.
- ROLL CONTROL: DEPOD adds airflow directly over the aircraft's control surfaces at low airspeeds to greatly improve roll control when it's needed most.
- REVERSE THRUST: DEPOD can be spun in the opposite direction upon touch-down to provide nearly the same thrust as they add in takeoff, but in the opposite direction -- even before there is enough weight on the wheels for effective braking.
- SMALL BATTERIES: DEPOD is used at full power for only 10-15 seconds on takeoff, at only 15% power for up to 30 seconds on approach to landing, and 5 seconds or less on landing. This totals under one minute running time per flight, 20 seconds or less at full power. (The battery packs are so small that they have little impact on payload and aircraft performance.)
Further Attributes
- Other advantages available with Depod is an ability to program to counter inadvertent yaw. This feature can help prevent spins such as the deadly base-to-final stall/spin event. The system can assure an aircraft is always in perfectly coordinated flight.
- DEPOD can provide enough power to enable a pilot to complete a pattern and return to airport in the event of a main engine failure. "This can take the 'impossible' out of the 'impossible turn'," Chip added.
- DEPOD can aid seaplane pilots with (optional) differential thrust to help maneuvering and docking on the water (nearby image).
- Notes: When not engaged, the 2-blade propeller on each motor is fixed horizontally inside the wing, minimizing drag. Pilot is always in control: DEPOD is engaged on the pilot's command along with the autonomous yaw control. As the idea is further developed closures might be devised for the slot opening to reduce any drag.
To learn more about Depod, here's two things you can do:
- Watch the video interview with Chip below, and…
- Come visit Aeromarine at EAA AirVenture Oshkosh booth 195 in the Main Display Area.
https://youtu.be/2EACB8-3wDE
Naturally, sharp-eyed ByDanJohnson.com readers already know about Chip’s big idea. See this article; scroll down. What you didn’t know is that this idea was unique enough to win a patent. That’s uncommon in recreational aviation, though, of course, an idea like this may go far beyond sport flying. Chip Erwin is one of those restless people who probably lays awake night cooking multiple ideas in his brain at the same time. Many industries have their “Elon Musk” type who moves forward on several fronts despite plenty of people telling him he can’t do what he does every day. As the mainstream media hyperfocuses on multicopter air taxi ideas consuming vast amounts of money (why media pays attention in the first place), people like Chip have different thoughts about using electric power on aircraft. Depod is one of those concepts. Depod is not intended for Merlin Lite.
Top 50 — Beginning the Decade of Gyroplanes; Meet ArrowCopter and Those That Followed
Fly Like An Arrow
Getting right to the point, although this rakish design attracted a large video audience over the years, ArrowCopter failed in the marketplace. The company is no more. Why the product failed could hinge on any number of reasons but at least one early video review of ArrowCopter was not very complimentary, faulting both the company organization and its flight qualities. The reviewer liked ArrowCopter's speed, but he did not like the way it behaved at those speeds. Reviews like that can kill a fledgling design. Great detail is unnecessary since you cannot buy a new ArrowCopter and I know of no used ones for sale although at least two were sold into the United States (they appear in pictures). Still, it's worthwhile to look at some of its unique qualities. American gyroplane enthusiasts first saw ArrowCopter back in 2014, only three years after its maiden flight. If you were at Bensen Days that year and admired ArrowCopter, you may be aware you've seen nothing since. ArrowCopter's aerodynamically shaped landing gear strakes provide lift in horizontal flight, claimed some reviewers, and serve as fuel tanks. This design feature is one of several distinctive ideas that ArrowCopter designer Dietmar Fuchs incorporated. As ArrowCopter accelerated down the runway, pilots looked for 60 mph (52 knots) and 340 rotor rpm. At that point ArrowCopter is ready to launch. Climb out occurs at 60 mph while cruise speed is 99 mph (86 knots). ArrowCopter's never-exceed speed was 120 mph (104 knots). Non-gyroplane pilots may not find that particularly fast. Certainly, it is not compared to a fixed-wing, high-powered mLSA aircraft. As gyros go, though, that's fairly quick. It's smooth lines explain much. What you should know is that gyroplanes are some of the best aircraft in recreational aviation at performing well in stronger winds. This is true of all gyroplanes, not only ArrowCopter.Market Changes
Today, ArrowCopter is gone but others have risen to carry on with striking designs and innovative ideas. Along the way, Rotax has continually raised the power output of its 9-series engines. The Austrian engine giant acknowledged that for several years in the mid- to late-2010s, gyroplane manufacturers were the single biggest segment buyers of 9-series engines. Gyroplanes were hot, hot, hot. Sadly, ArrowCopter missed the chance to grab many sales. Brands like Germany's AutoGyro rose quickly and sold large numbers of aircraft. They steadily refined these and produced several models that remain among the most popular designs on the market. Others like Magnigyro from Italy also flourished and also offered increasingly advanced models. More recently, side-by-side seating has made inroads into what had been exclusively tandem-seating aircraft. It's worth noting here that most of the earlier American gyro models were single place but it was a much earlier time. As the Europeans began selling faster, American producers like SilverLight reintroduced gyroplanes as a Made-in-American product. The Zephyr Hills, Florida manufacturer enjoyed a good early run as its Ranger arrived on the market. SilverLight later added a full enclosure for their model but it remains tandem seating. Side-by-side interactions included the Rotorvox also from Germany. This product somewhat emulated ArrowCopter by being spacious inside. Rotorvox has not made a big impact in the market but it was rather late to the party. As gyroplane sales cooled somewhat weaker producers lost out to the majors. A newer entry but one also full of innovations is the Niki I wrote about recently (link below). So, while our #3 aircraft subject has disappeared from the recreational aircraft scene, the market remains rich with gyroplanes, most of them quite handsome and clever. Now, with Mosaic proposing to finally allow factory-built gyroplanes, we may see a new renaissance in gyroplane adoption. Stay tuned as I work my way through the Top 50 aviation videos of the last decade. Can you guess what's next?ARTICLE LINKS: With ArrowCopter gone, here are gyroplane producers in business today; list does not include all manufacturers with regrets to any missed products:
- Gyro Technic (single seat), all content on this website
- AutoGyro, Video Pilot Report
- Magnigyro, article on this website
- SilverLight, article on this website
- Rotorvox, article on this website
- Niki, or Niki Gyro, 2 articles on this website
- Hummingbird, article on this website
- Air Command (renewed product), article on this website
- Skyblazer, mention in this article
- Fusioncopter Nano, a Part 103 gyroplane covered in this article
- ELA Eclipse, contact information, plus video
MORE GYRO INFO:
- Gyroplanes or Autogyros, article on this website comparing the two types
- Market Share Report on gyroplanes in America
- Bulldog Autogyro, video on this website (beautiful production no longer offered)
A dozen years ago, fixed wing pilots thought very little about “gyrocopters” — as some people called them. Actually that word is a model name established by Igor Bensen, widely thought of as the father of this activity along with Juan de la Cierva of Spain, known for his pioneering autogyro work. The preferred term these days is “gyroplane.” Names aside, what pilots care about is having fun in the air and being able to afford a flying machine. When an aircraft also looks terrific, heads turn. From eleven years ago comes the #3 in our list of Top 50 Aircraft Videos. More than 450,000 views of this video show broad interest in ArrowCopter, quite the head turner in its day. Gyroplane interest grew quickly after European designers took the lead from American manufacturers. Think back to the days of Ken Brock’s gyro or the former Air Command (now under new management).
Air Taxi or Air Funster? — 5 Models in Development, as Part 103 Multicopters Not Taxis
Present-Day Reality
Let's come back to reality in the world of light, recreational aviation. This is our space and I enjoy following it. What we've got now is a total of five current entries in the Part 103 multicopter race. Think about that. You never heard of these aerial contraptions until a very few years ago. Yet we have five entries purely as Part 103 vehicles. Honestly, I've watched closely and we've haven't seen that many new Part 103 candidates in years. What you have seen up close, I'm betting, is smaller "drones," usually quad copters than can be flown with a radio-control aircraft handset. You may have flown or owned one. I had a DJI Vision quadcopter for a while. I enjoyed flying it and used it to learn more about these things. Yet what I always wanted was a person-sized version that I could take for a local flight. I've mentioned this fanciful dream to a number of aviators. If I ask fellow pilots if they would like to take one for a spin, the answer is commonly not only, "Yes," but "Absolutely!" Of course, all of us who are similarly enthusiastic harbor concerns that the software must be exceptionally robust. It may be to that point now; I simply don't know. When flight control software is highly reliable, these multicopters might become the safest aircraft you could fly. When fully proven, lots of people may want to go aloft. In fact, I'll bet hugely more people will do this than will go pay for conventional flying lessons. Here are the five currently vying to capture your business:- Lift Aircraft Hexa — my January 2022 article
- Opener BlackFly — my July 2018 article
- Jetson One — my February 2022 article
- Ryse Recon — mentioned in this January 2023 article
- Rotor X Dragon— covered in this article
- Kitty Hawk Flyer — mentioned in this December 2019 article
- Hoversurf Scorpion — my October 2018 article
- others I may have missed, especially from overseas
Rotor X Dragon
Here's another producer you don't know… well, maybe you do know them. You might not know Rotor X Aircraft but you've probably heard of RotorWay. In 2021, Rotor X Aircraft purchased kit helicopter company, RotorWay International, founded in 1961 by B.J. Schramm. Under the former and current brand, the company boasts a heritage of manufacturing the most produced two-seat kit helicopter in the world — "over 2,500 as of December 2022," they claim. Based in Arizona, Rotor X Aircraft offers the two-seat Phoenix A600 kit turbo helicopter (nearby image). Rotor X announced in 2021 that they would be "entering the electric air taxi market with an electric vertical takeoff and landing (eVTOL) quad-rotor helicopter." A partner Rotor X teamed up with to fulfill this dream, Advanced Tactics, "secretly started developing an eVTOL ultralight kit passenger aircraft named Dragon," reported Electric VTOL News. Because Dragon is is a kit multicopter, "the company will also have builder assist and pilot training facilities in several locations in the USA including California, Arizona, Texas and Georgia." A Dragon kit is predicted to ask only a week or two for assembly. Likewise Rotor X said Dragon "requires only a few hours of training that includes following FAA Part 103 flight regulations for ultralight aircraft. No pilot license is required." The company also announced plans to make a two-seat version of the Dragon aircraft for pilot training. Rotor X said, "Dragon can carry one pilot who is over 6 foot-6 and weighs up to 250 pounds." Dragon can fly "for up to 20 minutes depending on the weight of the pilot and the air density where the aircraft is flying." Development of Dragon eVTOL ultralight kit was funded entirely by Advanced Tactics, Rotor X reported. Dragon is licensed by Rotor X to produce, market, and sell. "The first production Dragon kit is expected to roll off the assembly line in Chandler, Arizona by the fall of 2023." Pre-order price was stated at $85,000 "for the first 100 Dragon kits sold." Then the kit price will rise to $99,000. Ready to go along? Although the images here and on their website suggest Rotor X and partner Advanced Tactics have a ways to go, the company answers the question, "When will production begin?" with, "It has already begun. First shipment will be August 2023." Hmmm, August this year looks interesting with Dragon's first shipment and FAA's Mosaic NPRM hitting the streets. Want to bet which comes first?TECHNICAL SPECIFICATIONS: Rotor X Aircraft Dragon Part 103 kit all specification provided by the manufacturer
- Aircraft type — eVTOL passenger multicopter
- Occupants — 1 pilot
- Maximum Speed — 63 mph (55 knots)
- Flight Duration — 20 minutes
- Empty Weight — <254 pounds
- Maximum Payload — 250 pounds
- Electric Motors & Propellers — 8
- Battery Recharge Time — 2 hours, batteries can be quickly swapped
- Fuselage Construction — Carbon fiber composite with canopy over cockpit
- Landing gear — Fixed skid landing gear
- Safety features — Distributed Electric Propulsion (DEP) so if one or more propellers (ducted fans) or motors fail, the other working propellers (or ducted fans) and motors can safely land the aircraft. There are also redundancies in the sub-systems of the aircraft. The aircraft has an emergency ballistic parachute.
Article Links:
- Rotor X Dragon, company website
- Info for other Part 103 multicopters — see links above
If you listen to perpetually-excited media, air taxis will soon be shuttling people hither and yon in all the big cities of the globe. Executives and shoppers will be whisked around downtown skyscrapers silently, quietly, swiftly, and the cost will be modest. Do you buy all that? I’m not holding my breath. Oh, these air taxi vehicles are coming. I don’t doubt that, if for no other reason than they are absorbing vast amounts of money as people bet on some grand future where infotech merges with aviation to make flying vastly better and easier. It’s a fantastic dream and when smart people powered by enough money work on something long enough… something often happens. Fine. That’s the sales pitch and apparently it’s working because more than 350 companies around the globe have raised billions of dollars to pursue their dreams yet the first entries remain far from market. Several people at the very pinnacle of FAA have departed the agency and are now working for air taxi developers (naturally, they are often called by some term other than the mundane “air taxi” label).
Streaking through the Sky — Speedy Risen Continues our Top-50 Aircraft Series
Updating Risen
I am further pleased about that 2015 Risen video becoming so popular because at Aero 2023, I again shot my own video and present it for you below. You can view and compare the 2015 Risen announcement and predictions with the current state of the art: SuperVeloce. In fact, the new video has enough quality information in it that I will summarize comments below and let you listen and watch for yourselves. Alberto's English is good and you can understand him well. In this way you get the story directly from the designer. Speed Range — Top end, using true airspeed, can exceed 240 knots! This number puts SuperVeloce in the league of Lancair and Glasair, owners of which have become Risen or SuperVeloce owners. True airspeed is different from indicated, as all pilots know. Alberto notes that never-exceed speed is 210 knots indicated. Risen achieved high speeds using only 100 horsepower from a carbureted Rotax 912ULS. Now with the 915iS and 916iS, power output jumps to 141 or 160 horsepower. Even with the most potent powerplant, SuperVeloce is far more fuel efficient than engines in a Lancair or Glasair. Structural Upgrades — To accommodate so much extra oomph, SuperVeloce required significant engineering and analysis plus lots of testing. The wing got smaller but the fuselage stayed the same, visually. In fact, it had enhancements under the skin to strengthen SuperVeloce and to better protect it again flutter, a serious aerodynamic phenomena affecting faster aircraft. SuperVeloce and Risen are built primarily of carbon using monocoque construction where the fuselage body provides structural integrity. Wing Changes — In addition to bolstering the underlying structure, Alberto reduced span from Risen to Superveloce by about a meter, more exactly 80 centimeters or 31.5 inches. When he did this, glide performance declined from 23:1 to 20:1, though that is still strong enough to enter motorglider territory. Handling — Alberto notes that he cannot be impartial as Risen/SuperVeloce is his own design; to his credit, he acknowledged he is biased in favor of his creation. He defers to his customers for a more impartial view. Nonetheless, he expressed that he finds the handling easy and straightforward although he also cautions that to fly this airplane you must prepare. This is not an ultralight of the 1990s. Fleet Size — Since its debut in 2015 (production started later), 29 Risen aircraft are flying in several countries. In the USA, Porto has registered 10 aircraft, a worthy number in such a short time for a premium aircraft. V-tail Advantages Description — Alberto's choice of a V-tail was deliberate and built on experience from such legacy aircraft as Beechcraft's Bonanza. Reducing three fins to two means less interference drag while losing no control. Pilots who are puzzled about how a V-tail mixes rudder and elevator input should simply fly conventionally, Alberto said. The mixer will do what you want. V-tails are known for their efficiency and that is a watchword of SuperVeloce's development. Enjoy the twin videos!ARTICLE LINKS:
- FlyRisen.com, the website focused on Risen and SuperVeloce
- Porto Aviation Group, the website for the company which also builds props and does outside engineering work
- Porto Aviation, all reporting on this company and its aircraft on this website
Here is the original debut video that YouTube viewers have enjoyed so much. Watch it one more time. https://youtu.be/sfy4UWv041o In the following brand-new video recorded in April 2023, learn how designer Alberto Porto upgraded his Risen into the high performing SuperVeloce. This 14-minute video is packed with information and many images. https://youtu.be/g_H220j2MVQ
When this series started, Icon’s shapely A5 LSA seaplane topped the list. Handsome as it is and like most seaplanes, A5 is not particularly fast. The subject of this second in the series of 50 aircraft is Porto Aviation’s Risen. You might say it is on the other end of the speed spectrum Risen rips! This one challenges all others in the speed contest for LSA (and later, mLSA). Our #2 video on Videoman Dave’s immense library has garnered 700,000 views. That’s particularly satisfying as Dave was able to use footage from my first solo video effort. I was at Aero Friendrichshafen 2015 when Risen made its debut. Videoman Dave was not able to attend that year but I hit it off with developer Alberto Porto and he consented to work with me. I was just learning how to shoot a video so for this one to go over well speaks loudly about how much pilots love Risen.
Sparker to Ignite Mosaic’s Energy? New and Upgraded mLSA from TL Ultralight
Sparker = mLSA
You already know Czech producer TL Ultralight. The European company dates to 1989 as the Berlin Wall fell. By 1991, TL-Ultralight began series production of a two-seat light aircraft that vaguely resembled a Rans S-6. TL 32 Typhoon was the first airplane to carry the TL trademark. By 1996 TL 96 Star was born as an all-composite low-wing monoplane. Sting arrived in North America as an LSA after the Sport Pilot/Light-Sport Aircraft rule was released in 2004. In a field that recently hit 158 models accepted by FAA, Sting was the #5 Special LSA to win approval. Sing S3/S4 was reapproved as #71 on my SLSA List and the high wing Sirius won approval at #103. Add several European approvals to see TL Ultralight is experienced in earning approval for their latest aircraft, Sparker. The last aircraft released by TL in 2015 was Stream, their elegant take on a tandem-seating LSA. I flew with Trey Murdaugh, proprietor of TL Sport Aircraft, the North American representative for the brand. Read about that experience from spring 2022. "Sparker is more than just an aircraft recertified to a higher take off weight," reported Trey. The new entry is spacious and makes good use of the space and weight capacities. Additional take-off weight allows for a large luggage area that can hold 55 pounds in a space large enough for two sets of golf clubs. A smaller area up front can handle lightweight items you need in flight. Besides the additional load, you’ll be able to access the compartment through an exterior door, eliminating one annoying aspect of loading some low-wing aircraft, requiring that you kneel on the seats and sling bags over a bulkhead. Sparker's fuselage is formed over a Kevlar shell, providing excellent protection for the crew compartment. TL engineered both Stream and Sparker to have crumple zones similar to modern autos to dissipate loads before they reach occupants. Sparker is high end throughout. TL fitted luxury heated leather seats and in-cabin heat. Electric adjustable pedals make it easy to find the perfect fit.What to Expect in mLSA Prices
You surely realize that with a 175-knot cruise speed, a 160-horsepower modern computer-controlled engine, not one or two but three large Garmin G3X instruments, a Stratos emergency airframe parachute, and a luxurious interior — all this will not come cheap. Here's another sure to exceed the $300,000 mark. As I hear your groans over the prices we've seen in the newest Light-Sport Aircraft, please consider the prices on everything else you buy. Since Covid, many things you buy have gone up substantially in price; many items have doubled in price. That fact does not ease your financial burden and it certainly puts Sparker out of reach for some, maybe most pilots. That does not mean it is incorrectly priced; it simply may not fit your budget. Perhaps the best news about Mosaic is that it will not negatively impact the LSA you have come to know and love. Many of those airplanes remain available at much more affordable prices. In addition, a growing number of used LSA are now available at even lower cost. Yet if you have the budget or some partners, Sparker might be just the airplane to ignite your flying interests. "The first Sparkers will come in under the Experimental Exhibition category," said Trey. He and TL personnel will investigate mLSA approval after Mosaic is out. Come EAA AirVenture Oshkosh 2023 in just a few weeks, we may find out if FAA's promise will be kept. Last year the Mosaic Notice of Proposed Rule Making (NPRM) was predicted by "August 2023." Once Mosaic arrives, I expect you will find TL Ultralight's Sparker to be an early aircraft to gain approval. Fortunately, pilots interested today don't need to wait until 2025 — the earliest date Mosaic could be fully available. Trey said the deluxe Sparker could be delivered in 7-8 months. Use the contact information below to obtain pricing and availability.TECHNICAL SPECIFICATIONS TL Ultralight Sparker all specifications provided by the factory
- Length — 21.75 feet
- Height — 8.4 feet
- Wing Span — 29.5 feet
- Wing Area — 107 square feet
- Horizontal Tail Width — 9.7 feet
- Cabin Width — 49.2 inches
- Empty Weight (depending on options)* — 772 pounds
- Maximum Takeoff Weight** — 1,320 pounds
- Maximum Crew Weight — 440 pounds
- Maximum Luggage Capacity — 55 pounds
- Luggage Compartment Volume — 24 cubic feet
- Never-Exceed Speed — 181 knots
- Typical Cruise — 165-175 knots, per U.S. representative***
- Minimum Speed — 45 knots
- Climb Rate (at gross weight)* — 1,200 feet per minute (2,000 fpm with 915iS)
- Fuel Consumption (75% power)* — 4.25 gallons per hour (7 gph with 915iS)
- Fuel Capacity — 24 to 34 gallons
- Range — 869 statute miles
- Engines**** — Rotax 912ULS, 915iS, and 916iS
- Propeller — three-blade PowerMax
- Landing Gear — Hydraulic retractable landing gear; trailing link main gear
* Factory figure based on Rotax 912 ULS; more powerful engines are available ** TL Ultralight has increased MTOW to 1,653 pounds (750 kilograms) *** U.S. representative cruise speed based on Rotax 915iS **** TurboTech turbine powerplant (160 horsepower) is in development
ARTICE LINKS:
- TL Ultralight, Czech factory website
- TL Sport Aircraft, U.S. importer website
- TL Ultralight aircraft, articles on this website
At Aero Friedrichshafen 2023, visitors saw numerous aircraft that could qualify as Mosaic Light-Sport Aircraft or mLSA. In nearly every aisle of the several large halls of Aero, visitors and journalists could see entry after entry apparently made-for-Mosaic. Indeed, so many entries potentially qualify for this coming new segment that I ran out of time to examine all of them. We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight’s enhanced Sparker. The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax’s 915iS and 916iS engines. With greater capacity and with 160 horsepower available, I’d call this a mLSA or Mosaic-ready Light-Sport Aircraft.
Announcing a New Series — 50 Most Popular Light Aviation Videos of the Last Decade
Top-Down Approach
On TV, Late Show host David Letterman and his famous top-10 countdowns set one pattern for these kinds of lists. In his case he went from number 10 to climax with number one, holding you in suspense to find out which of his "Stupidest…" topics had topped the list. His lists were short; mine is longer. So, to save you the suspense, I'm going to do the opposite. I'm going to start with the most-watched videos and take us down to number 50, with the last one being a warm pilot-interest story that you obviously loved, even if it may be in our number 50 position. Remember, all of these form the top 5% of all the videos Dave and I have recorded. As we get into it further, I will put up a list of the entire slate so that you can see the position of various aircraft. This does not mean these are the most popular aircraft for purchase or flying. In some cases, the videos simply have had more years of exposure. Those with high view counts made in recent years clearly developed a lot of interest quickly. Others steadily accumulated views over time. Nonetheless, it's clear that these aircraft are among the most popular in the affordable aviation space. Let’s get into the first subject… Who's Number One? — Glancing ahead at the photos, you know the answer is Icon Aircraft's A5. The company took years to get into production increasingly worrying many early enthusiasts who wondered if they’d wasted their deposit. Icon claimed more than 2,000 deposits when they last reported such information, the biggest success story in the then-young LSA industry; they even bested Cessna’s Skycatcher deposit count… by double. While the company took their time getting the design to their satisfaction, their marketing took off like a SpaceX rocket. In a short period, Icon accumulated something like 1.5 million likes on their Facebook page, in those days a notable accomplishment. Icon made a huge splash at AirVenture with an enormous tent throbbing with up-tempo music and filled with good-looking people keen to tell you the Icon story. They also convinced the three largest aviation magazines to feature their A5 on the cover in the exact same month. I’ve been keeping an eye on aviation magazines for my entire career and I have never seen this feat repeated. Magazines are loathe to feature the same aircraft on their covers but somehow Icon’s smooth-talking founder Kirk Hawkins talked them into doing so. Given the intensity of their promotion, no wonder our videos of Icon drew large audiences. Our top video is nearing one million views. Even my 25-minute-long A5 Video Pilot Report has drawn almost 700,000 views. Thanks, folks! Glad you liked them.Icon Today
Since those heady days when the Icon buzz was loud, the company found itself in a tight spot after raising large amounts of money to fuel their sprawling enterprise. Those investors eventually wanted financial results. The pressure mounted and ultimately Kirk and his early team were ousted. Along the way, Icon raised the prices of A5 into the stratosphere, or so it seemed. What started out at $139,000 inflated to more than $350,000, setting a LSA benchmark as the highest-priced entry. It’s beautifully designed and constructed; few would argue that point. That’s simply a lot of money, well beyond the budget of most ByDanJohnson.com readers, let alone YouTube’s audience that may include the merely curious. However, as we enter the third decade of LSA next year (as this video series concludes), Icon enjoys stable management and airplanes are being built and delivered. Perhaps more amazingly, many other LSA have come closer to A5’s breathtaking price. We’ve seen several models move past $200,000 and a few have crossed $300K. Of course, everything you buy has gone up dramatically in the last 2-3 years. The great news is twofold. Some A5 are coming on the used markets and pilots on leaner budgets can read about several more affordable aircraft as this series continues. I hope you’ll enjoy it. Here’s the #1 video in our list, followed by the #3, a Video Pilot Report on the Icon’s A5. With more than a million and a half views between them, clearly the LSA seaplane demonstrates strong appeal. https://youtu.be/fuTaXIB4pbI https://youtu.be/ONzOx6tEay4My most ambitious series ever is a showcase of the best of the best. In this series beginning right now, I will explore dozens of top videos made by my partner-in-movies, Videoman Dave, known properly as Dave Loveman. The videos aren’t my picks or his, though. They’re yours! In each article, I will go beyond a short description and a video link. I’ll also update the information on the subject aircraft (a few engines are included). My goal is to celebrate video success stories while also providing fresh, useful details. Dave and I started doing videos together back in 2007, shortly after Light-Sport Aircraft arrived on the scene. Since I joined him we’ve produced close to 1,000 videos while tripling our audience. My series will touch on the top 50 most-watched videos on Videoman Dave’s Light Sport & Ultralight Flyer YouTube channel. In all we’ll review dozens of aircraft, three engines plus electric, an ultralight review, and a Mosaic update.
Super-Efficient Electric Flight — Ego Trike with ATOS Wing Shows How E-Propulsion Works Today!
High-Tech Composite
Anyone who knows hang glider wings will admire both the construction and substantially higher performance of what's called a rigid wing — more common hang gliders are called flex wings. One such is fitted to the Ego trike. In fact, the sleek undercarriage was designed with this wing in mind. The wing known as ATOS, however, has been around much longer. Felix Rühle is the designer behind the A-I-R company. A-I-R is a stylized acronym for Aeronautic Innovation Rühle. Years ago, I flew dual with Felix in a version of the ATOS wing very similar to that used on Ego trike, that is, it was made to carry two persons, as an aid to training. Here's my article from that experience (about the wing; no trike carriage was involved). ATOS VX is the largest, 46-foot-span model, a high performance glider certified at 550 pounds. The American outlet for these products, A-I-R USA, said, "[ATOS VX offers] light air soaring unmatched by any other hang glider." As we flew around dual, I remember thinking that this heavier-capacity ATOS VX wing was perfect for lightweight-trike-assisted soaring. In addition, as sharp-eyed readers will note in the two-aircraft image nearby, ATOS is not pure weight-shift. Moving your weight is the control input but the action results in surfaces moving. Leaving out how it accomplishes this, I assure you it means this long-span wing handles with remarkably light input via gentle body movement only. Weight shift control inputs can't get much simpler: move yourself the way you want to go. Your body (and carriage) is the joystick. First introduced in 2018 Ego Light was purposefully designed in an electric version for standard ATOS glider owners, the foot-launched variety. Gross weight on the electric propulsion Ego, using a standard ATOS glider is compatible with U.S. Part 103 rules. The light trike is equipped with smaller single-pack battery giving a flight endurance around one hour. "Ego is designed specifically for thermal flying," said the company. This means a one-hour endurance is plenty to carry you aloft where you shut it off and hunt for lifting conditions. Ultralight Design was established in 1999 by Miloslav Novotný using his knowledge and experience piloting paragliders, trikes, and three-axis ultralights. Miloslav succeeded at several international and European championships prior to establishing Ego. Before starting his business, Miloslav spent five years in the Mercedes BMW automotive development group in Stuttgart. Here, he met Felix Rühle, ATOS glider designer in 1998. "It was a beginning of a successful cooperation in the field of technology and first-series manufacture in Germany." Later, production of ATOS moved to the Czech Republic under Miloslav's direction. "The largest part of Ultralight Design’s production is currently for the German company A-I-R company. We are working closely together," he said. "Since the start of serial production in 1999 we have produced more than 2,000 ATOS gliders."Flying Quietly
"A very quiet electric motor delivers an extraordinarily intensive and specific flight experience," said the company. They observe that an electric propulsion is very well suited for thermal soaring due to its reliability when called upon for frequent restarts. Such ease of restart is especially useful for a soaring neophyte; every time you lose the lift you can power back up and try again. Ultralight Design noted, "We have been actively flying trikes with a history of operation over six years. When the battery installed in your trike reaches its lifetime, it will be possible to replace it with a new type. Thanks to the fast development in electric automotive industry we can expect new batteries with a double capacity and maybe half price." Then they added, "Our sales statistics are definitely interesting. At present, 25% of the flying machines we are producing have an electric drive." For those unsure of electric, Ultralight Design offers Ego trikes with combustion engines. Paramotor engines appropriate for Ego and ATOS have undergone a number of changes in last seven years, Ultralight Design said. "The result is a very good performance with a minimum fuel consumption of around 3 liters (0.75 gallons) per hour of flight. "The low fuel consumption of standard Mogas gives you over five hours endurance and over 300 kilometer (185 miles) range on one fuel tank. To close, in a nearby photo you see the two-seat version Ultralight Design showed at Aero Friedrichshafen 2023. Rounding out their line is great but for true-blue soaring enthusiasts, Ego and ATOS might be a motorglider you can afford. Contact the company for pricing.TECHNICAL SPECIFICATIONS: Ego Weight-Shift Trike with ATOS wing all specifications provided by manufacturer
- Empty Weight — 106 - 137 pounds, including emergency parachute system
- Wheel Track — 59 inches
- Wheel Base — 67 inches
- Dimensions When Dismantled — 69 inches X 17 inches X 25 feet 10 inches
- Engines —
- 2-stroke with electric starter FlyEngine F200, 24 horsepower at 6400 RPM
- Alternatively, Polini 250 dual spark, 36 horsepower at 7200 RPM
- Or, electric: Rotex Electric REX30 16 kW (21 horsepower) at 2400 RPM
- Propeller — solid, fixed-pitch Helix 1.4 meter (55 inch), 2 blades, folding
- Minimum Speed (ATOS VR wing) — 21 knots
- Glide Performance — exceeds 20:1
- Minimum Sink Rate (engine off) — 177 feet per minute
- Powered Climb Rate — 400-1,000 feet per minute
- Powered Cruise Speed — 30-50 knots
- Fuel consumption at Cruise Speed: 0.5-1.3 gallons per hour
ARTICLE LINKS:
- Ultralight Designs, manufacturer's website for Ego trike
- AIR, manufacturer's website for the ATOS wing series
- Article on my flight experience with ATOS wing designer Felix Rühle (Ego trike was not involved)
- A-I-R USA, American representative website
If you aren't sure trike flying is for you, this compelling video could change your mind. Come along as an Ego pilot takes us for a flight among the clouds on a lovely day with wonderfully smooth air. It's all flying with background music… SPECIAL FEATURE TO THIS VIDEO — Once playing you can use your mouse to move the image around to your liking. Try it! https://youtu.be/4FkR2nEX6u0 The following video shows you much more about the marvelous ATOS wing. https://youtu.be/Jddi5puQAVU Elements for ATOS wings appear in the following image.
From dawn to dusk, we hear how electric propulsion is going to save the Earth. Whatever your belief about the hazards of fossil fuel, electric propulsion is coming. When is another matter. Air taxi ventures based on multicopter designs are drinking up funds by the tens or hundreds millions of dollars, probably billions by now. I don’t have a shred of doubt that these will lead to genuine changes in transportation… but I would not hold my breath until such services become common. I suspect it will be many years yet. However, today, electric propulsion for ultralight aircraft works quite well, especially when it serves a purpose. For soaring pilots, power is about getting to altitude where they can explore ridge, thermal, or wave lift. Those who love such flying, like me, seek out the best machine that might deliver that capability. Ultralight Design’s Ego trike can. High-Tech Composite Anyone who knows hang glider wings will admire both the construction and substantially higher performance of what’s called a rigid wing — more common hang gliders are called flex wings.
From Aero 2023 to America — Beautiful Altus Motorglider Will Land in DeLand, Florida
Welcome Altus!
How's this for a summary? — 5 FAI World Records; 1,000 statute mile range; 120 knot cruise; 500 foot takeoff roll; 573 pound useful load; 110 pounds of luggage; and easy to fly. Maybe I should stop writing now? Maybe that's all you need to hear. I was drawn by its lovely wings but the entire aircraft has appeal, although being intended for soaring flight, it may not be a roomy as some cross-country-oriented Light-Sport Aircraft. Given a substantial versatility and range with "easily changeable wing extensions," you can have either a 36-foot-span speedster or a 49-foot soaring motorglider. Altus took its maiden flight in May of 2018. Since that initial flight, "Altus spent over 800 hours in the air and earned 5 FAI world records without a single problem," reported the company. During development, champion pilot and developer Krisztián Dolhai, also flew several FAI records including speed over a closed course and straight line. While Altus is a motorglider at heart, it scoots right up to the LSA speed limit. Altus does not currently qualify as a Special LSA but I expect to learn more about plans being announced as summer begins. Doma noted, "Altus is heading to the U.S. later this year and will be based out of Florida with a new Sales and Service Center to serve customers." Common on European designs is the input of some university or engineering company. Such outside organizations can provide additional expertise that verify the concepts of the designer. In the case of Altus, designer Krisztián Dolhai contracted with eCon Engineering. Such a relationship produces a statement like this, "During the development phase and also today we cooperate with eCon Engineering Kft. In a recent project, they developed a 3D-corrected Virtual Blade Model (3D-VBM) utilizing artificial intelligence which accurately simulates the propeller induced flow and propeller-airframe interaction phenomena." Got that? Let's make it simpler with an image of an intriguing display hoisted above an actual Altus. I love how they managed to depict the airflows and fix them to the aircraft without damaging the airframe or its ability to fly. It's too early to get into price and further details about Altus. After this introduction, more will follow, perhaps later this month.TECHNICAL SPECIFICATIONS Altus Motorglider all specifications provided by manufacturer (see downloadable brochure for more)
- Never Exceed Speed (Vne) — 146 knots
- Maneuvering Speed (Va) — 97 knots
- Rough Air Speed (Vra) — 121 knots
- Range — 860 nautical miles
- Fuel Capacity — 26.4 gallons
- Takeoff Roll — 490 feet
- Climb Rate — 1,400 feet per minute
- Luggage Capacity — 110 pounds
- Maximum Takeoff Weight — 1,320 pounds
- Wingspan — 36 or 49 feet (with "easily changeable wing extensions")
- Load Factor — +5.3 –2.65 G
- Powerplant — Rotax 912 ULS
What's Special About Motorgliders?
"Glider … pilots are not required to hold a medical certificate of any class," stated FlightPhysical.com. "To be issued a Glider … Airman Certificate, applicants must certify that they do not know, or have reason to know, of any medical condition that would make them unable to operate a glider or free balloon in a safe manner. This certification is made at the local FAA FSDO (not through an AME office)." In this wonderful article in Midwest Flyer from 2014 (still relevant today), Jim Hanson went into detail on gliders, motorgliders, and medicals. I summarize a few points here: A key point Jim makes, "[Motorgliders offer an] ability to fly without a medical certificate. Since they are gliders, there is no provision for denial of this privilege in the event that a medical certificate has been previously denied, as in Light-Sport Aircraft." Read that again! Even if you are denied a conventional aviation medical, you may still fly a glider/motorglider. That is a significant difference, even from Sport Pilots flying Light-Sport Aircraft. Chip Erwin uses this argument for his Merlin motorglider (video). This is not a total FAA giveaway, though. As Jim noted, "Since motorgliders are certified as self-launching gliders, you have to have a glider rating to carry passengers. This isn’t a big issue. For a private pilot converting to gliders, a minimum of 10 solo flights are required to qualify to take the glider flight test. No written exam is required – just a flight test – and it counts as a biennial flight review." In addition, motorgliders do not have speed limits or other restrictions imposed on LSA. Along with hot air balloons, motorgliders remains a segment where FAA keeps a relatively hands-off approach. (And, wonder of wonders… both activities enjoy good safety statistics even without regulators playing much of a role.)Watch for more on Altus as they plan their approach to the U.S. market.
ARTICLE LINKS:
- Altus, factory website
- Altus brochure, beautiful product brochure with many great images, link to PDF
- U.S. import associate, Magnus Aircraft
- More motorgliders, in an article on this website
It was one of those fortuitous incidents. For my next subject aircraft, I chose the Altus motorglider because this particular aircraft was personally intriguing to me. I enjoy soaring, gliders, and therefore motorgliders. However, it’s not an ego thing. Motorgliders have a very special niche in American aviation. I’ll get to that below. What made this choice of topics lucky was that as I was doing some investigation of this company and aircraft, I reached out to a local aviator who hails from the same country: Hungary. His name is Doma Andreka and he is the importer of Magnus Aircraft and its aerobatically-capable Fusion. He is also part of Aero Affinity, which helps international companies make inroads to the complex American recreational aircraft market. At Aero 2023, Doma and his former countrymen came to preliminary agreement. With steady progress, Altus may be available to Americans by next year.
After Spring Airshows, Mosaic Questions Emerge — Here’s What We Know Before FAA’s NPRM Is Released
Top-Four Questions
I'll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I've often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I've heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning. My information comes from being part of ASTM and the effort to write LSA standards plus new ones for coming Mosaic aircraft, which I have dubbed "mLSA" to abbreviate the mouthful. These discussions are open to all ASTM members; I am not revealing confidential information. Want to hear this news even earlier? Join ASTM and be part of the solution. Will I be able to fly a legacy (Cessna-Piper-Ercoupe-etc.) aircraft with my Sport Pilot certificate? — One of the most common questions I hear is one of the most difficult because any answer is largely guesswork. ASTM members hear a lot about plans for Mosaic aircraft. However, we hear almost nothing from the Flight Standards group that dictates pilot certification requirements and operational limitations. LAMA has asked many times; we simply don't get many answers. It is these people who will judge if and how you can fly a Cessna 172 (for example) as a "Mosaic aircraft" and what pilot certificate will be required to do so. I doubt we'll hear more until the NPRM comes out but FAA people who have seen the proposal have repeated a statement, "You're gonna like what's in this rule." At last year's AirVenture, a top FAA official promised the NPRM "in August 2023." Until then, what we know is… Mosaic is based significantly on ASTM standards and the almost-20-year record of LSA operations. FAA is not only going to continue this method for LSA and mLSA; they are greatly expanding it into Part 23-type aircraft, that is, present-day Cirruses, Cessnas, and Diamonds. Therefore, FAA may follow the SP/LSA experience and allow the use of endorsements for Sport Pilot privilege upgrades. To move to a four-seat retractable, obtain additional instruction, get a logbook endorsement, and start flying the new aircraft. We can hope it will be so straightforward. (Insurance companies will have as much to say about this as the FAA.) related… Are Four seaters included? — The answer is similar. Yes, four seaters are expected — see a series of them in this article. As with legacy aircraft, we do not yet know what the pilot requirements will be. I would not expect a Sport Pilot holder or user to be allowed four-seat operations, but perhaps with endorsements…? How much can a mLSA weigh? — We're fairly sure that mLSA will not have a specified weight, as it is today at 1,320/1,430 pounds. More likely wing loading will keep an aircraft within FAA's mLSA mantra: "Easy to fly, operate, and maintain." It is important to remember that when regulation allows higher weight or other increased capabilities, the cost of aircraft will rise. Fortunately, today's 1,320-pound LSA are in no jeopardy. If your current LSA works for you, it should be fine under Mosaic. Many existing LSA have paid off their development costs and should not see large price increases, although shipping remains stubbornly high. How fast can a mLSA fly? — Again… this is more about the pilot's qualifications than an aircraft's ability to fly faster. With retractable gear, in-flight adjustable propellers — yes, both may be allowed — and sophisticated configurations like Fowler flaps, LSA have proven they can go fast and slow. That means a bigger and/or faster airplane may still be "easy to fly, operate, and maintain."ASTM & FAA Cooperate
In his remarks, Rian made a pivotal statement, "FAA will not release Mosaic completely until ASTM standards are in place and FAA has [officially] accepted them." His statement may tell you two things: First, ASTM standards are an essential element of Mosaic. FAA's new regulation cannot go forward without ASTM standards written by the F37 committee. This is not the FAA way prior to LSA when industry consensus standards came into being. ASTM must have standards to which airplanes can conform before Mosaic can be realized. Rian mentioned ASTM work on two important standards needed for Mosaic. One addresses flutter. While important to aircraft operating at any airspeed, control surface flutter tends not to be a significant problem until speeds get faster. FAA's request for a flutter standard is evidence of higher speeds being allowed. As with weight, we do not expect maximum speed to be a specific number — as 120 knots has been for current LSA. Both weight and speed will rely on other criteria, perhaps most notably a wing loading limit. You can build a bigger airplane but it will need a bigger wing or a great flap system if it is to stay within FAA's "easy to fly, operate, and maintain" mantra. The second standard Rian described is one for IFR flight into IMC (i.e., instrument flight into actual conditions). Contrary to what many think, FAA does not prohibit LSA from IFR operations. Instead, ASTM standards restrict this activity because manufacturers presently have no IFR standard to which they can declare compliance. This is why some brands help buyers change their registration to ELSA, which when properly equipped (it's easy to do so today with EFISs), can be flown under IFR rules assuming the pilot is also qualified. Rian's main message about these two standards-in-process is that ASTM's F37 LSA committee needs all the good help it can get. I have often promoted that the technically-oriented among you can participate. ASTM membership is only $75 per year and for that you get one official vote… the same as all of FAA with its 40-50,000 employees. You: 1. FAA: 1. It feels empowering, doesn't it? If you think you aren't technical enough, please know you don't have to be the world's leading engineer. Indeed, I wrote one of these standards (F2316 for emergency airframe parachutes). I am not an engineer. I consulted with knowledgeable engineers and followed writing patterns of other standards to accomplish this and successfully balloted it to F37 members in just six months, a record for ASTM. I'm pleased to brag a little on the speed of the work but my primary point is that you can offer a direct contribution to standards that will let Mosaic get airborne.More Fresh Mosaic News
FAA is very keen to have Mosaic aircraft be "transferable," added Rian in his LAMA talk. FAA officials are working with their counterparts in Europe, at EASA, and in Brazil to align their regulations. The latter country's ANAC agency has already passed regulations that are very similar (link below; also nearby chart) though not identical to Mosaic. FAA realizes, Rian said, that if regulations are sufficiently close, an airplane manufacturer in one country can sell in another with relative ease. This already happens for LSA aircraft, where countries in Europe and other nations like Australia, Brazil, South African, China, and more have embraced very similar regulations. By now, most are aware that gyroplanes will finally become full-fledged LSA that can be delivered ready to fly. This took far too long but the logjam has been broken. One surprise is that helicopters may be included. While LAMA lobbied long and hard on behalf of gyroplane SLSA, we didn't ask about helicopters; that seemed a bridge too far. Neither did LAMA ask for hybrid electric when we prepared white papers for all proposals including electric propulsion. Yet, FAA broadened our request for battery electric into hybrid electric as well. Amazingly, even turbine engines are reportedly in consideration. If this keeps up, pilots might come to love Mosaic after all. The big question as summer arrives… "Will FAA release the NPRM in August as predicted?" Keep clicking or tapping back for more info.ARTICLE LINKS:
- LAMA, the Light Aircraft Manufacturers Association website
- LAMA, membership benefits PDF —or— membership PDF form
- ASTM F37 Committee for LSA, join ASTM, learn more faster, and be part of the solution
- Brazil's ANAC, a very similar regulation to Mosaic, in an article on this website
LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month’s Aero Friedrichshafen show. Van’s Aircraft President and Chief Engineer Rian Johnson accepted LAMA’s invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare. How can builders design for a regulation they haven’t seen? Thanks to the use of industry consensus standards, the lighter aircraft industry is more aware than you might expect. Understandably, manufacturer interest is keen; it’s their business. At the same time, individual pilots increasingly raise similar questions. Top-Four Questions I’ll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I’ve often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I’ve heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning.
Aero ’23 Continued — Superpowered Niki Aviation Cruiser Gyroplane Shows Stylish Innovation
Introducing Niki's Cruiser
Niki Aviation — more fully, Niki Rotor Aviation or NRA — is a family-owned company established in 2010 in Pravets, a picturesque small town 60 kilometers from Bulgaria's capital, Sofia. The company proudly added, "Bulgaria is a small country famous for its engineering, beautiful nature, and friendly people." A nation of about seven million population, Bulgaria is northeast of Greece and northwest of Turkey. Although its eastern shores share the Black Sea with Ukraine, it is a long way from that conflict. Backing up their rather obvious competence in aviation is a larger metal fabrication enterprise called Niki Ltd. For the last 25 years, this operation has been a leading manufacturer of custom-made or private-label furniture for the retail and hospitality industries. The company boasts 150 employees and more than 90,000 square feet of factory and office space. "We are ISO certified," boasted NRA. They add that 100% of all components integrated in our gyroplanes are manufactured in-house. Niki employees and company facilities support the building of elegant and smart aircraft such as Lightning, Kallithea, and Cruiser (images of each appear with this article). The company's first project was the Niki 2004 gyroplane that successfully accomplished it first flight test in December, 2008 in Montana, Gabrovnitsa airfield in Bulgaria. The first market-ready gyroplane was Lightning, followed by Kallithea— both feature tandem seating — and most recently by Cruiser. Today's Cruiser model offers side-by-side seating and the cleanest tail assembly among gyroplanes with ample area well aft to aid stability. Cruise is visually very tidy and clean. "The final touch of [our] gyroplanes is something that will take your breath away — elegant shapes, clean work, hand-made parts, excellent lacquering, and luxurious interiors with hand-made stitches, proudly stated Niki. “Our machine, your unique personality." Continuing to explain their attention-generating new model, Niki said, "Cruiser combines outstanding design due to the tail construction concept (which also appeared on their Lightning model) and gives breathtaking view from the cockpit. The machine has a comfortable seating and luggage compartment which makes the gyroplane unique for a weekend trip." They note it is built from a fully carbon fuselage and engine frame to give extremely light construction. Niki also calls a 12.9-inch iPad their "Portable Navigation system" offering "Flight View EFIS" software. The easily-detached device provides flexibility to combine work and pleasure. Using iPad as a cockpit instrument is common among LSA and Sport Pilot kit aircraft, though going with Apple's largest model conforms to the highly-stylized interior aboard Niki Cruiser. NRA is especially proud of their innovative rotor head developed and designed in-house; a titanium exhaust system; Beringer brakes; removable doors; foldable mast for easy transportation and parking; adjustable seats and pedals, and Niki claims, "No stick shake," addressing one of the most common concerns from fixed wing pilots checking out in a gyroplane. [I have no independent verification for the last claim.]TECHNICAL SPECIFICATIONS Niki Rotor Aviation Cruiser all specification provided by the manufacturer
- Empty Weight — 661 pounds
- Maximum Takeoff Weight — 1,320 pounds
- Length — 15.4 feet
- Height — 9.5 feet
- Propeller Diameter — 70 inches
- Rotor Diameter — 28.9 feet
- Rotor Chord — 8.25 inches
- Engine Type — Rotax 915iS or 916iS
- Power Output — 141 or 160 horsepower
- Fuel Capacity — 2 tanks at 10.5 gallons each, 21 gallons total
- Fuel Consumption— 5.25 gallons per hour
- Endurance at Cruise Power — 5 hours with 30 minute reserve
- Pre-rotator Rotation — 200-300 revolutions per minute
- Power Output — 12 volt
- Never-Exceed Speed — 100 knots
- Minimum Speed — 19 knots
- Cruise Speed — 75-85 knots
- Vertical Speed — 600-2,500 feet per minute
- Maximum Altitude — 11,500 feet
- Take-off Roll — 0-500 feet
- Landing Roll 0-65 feet
ARTICLE LINKS:
- Niki Rotor Aviation, company website
- L.A. Gyroplane Aviation, U.S. representative website
- Additional video, found at the bottom of this page for L.A. Gyroplane
If the bright green didn’t catch your eye, the unusual placement of the propeller probably did. Or maybe it was one of a dozen other fetching attributes to this handsome rotary-winged aircraft. What you could not easily see was the engine selection. As up-to-date as they can be, Niki is offering either a 141-horsepower Rotax 915iS or the just-released 160-horsepower 916iS. The latter with a lighter load can reportedly climb better than 2,500 feet per minute. As I cruised the immense (basketball gymnasium-sized) halls of Aero 2023, I saw all manner of beautiful flying machines. In four days of the show, I find it unlikely you can even visit all of them much less become well informed about a majority. When I happened across Niki, I remembered they had sent an invitation to come by and look at their engaging designs. Company co-owner Miglena Kopcheva was kind enough to show me around the green machine you see nearby.
Flying Zeppelin, Just for the Thrill or Get the Pilot Experience: Free Sample Here
Pilot Flight Experience
On select occasions — limited for obvious reasons — Zeppelin does offer a Pilot Flight Experience. We were told this includes 40 minutes of stick time and two takeoffs and landings. I've asked for confirmation and will update this article when I learn the exact details. This special offering is only available in the off-season. At Germany’s southern border, Friedrichshafen is a popular tourist destination in the summer months. Flights on Zeppelin are booked solid then but in the early spring and later fall, this program operates. "I doubt we charge what it costs," speculated pilot, Kate Board. We didn't ask her the price.* Think about what a solo Zeppelin pilot manages: three articulating engines, each with highly flexible pitch to allow forward and aftward movement (remember, it's just floating), a 250-foot-long, 65-foot in diameter aircraft with air ballonets and helium volume plus 15 passengers in your charge. Not your recreational pilot workload.You can learn a lot more direct from Zeppelin. ••• PILOTS may wish to see this FAQ page; then scroll down to "Technical Questions." ••• Use this link to access more videos and many great photos.Certainly, would it be rare to have some airship time in your logbook. I'd enjoy the experience but I'll have to ponder the cost. Nonetheless, I thought it was fantastic that Zeppelin even offers we normal pilots a shot at the controls.
Why Does It Say Goodyear? Aren't They Competitors?
The truth is that Goodyear and Zeppelin have a very long history working together, dating one hundred years to 1923. World War II ended their cooperation in 1939. Subsequently, Goodyear built 347 of their non-rigid blimps but when the last one operated to the end of its service life, Goodyear restored relations with Zeppelin and the aircraft in which I flew is one of three NTs built at Goodyear's Akron, Ohio facility under the direction of Zeppelin using their semi-rigid construction. Aluminum and carbon are used in an internal structure composed primarily of nose-to-tail longerons and 12 large triangular supports tensioned by aramid ropes. You can envision the structure inside by looking where the engines and tail empennage surfaces connect to the envelope. On prior years at Aero, I've seen several other corporate markings on Zeppelins. The Zeppelin NT is approved in Europe and the USA for passenger hauling, the first airship to be so licensed since the era of airships that ended with the Hindenburg disaster. Zeppelin NT uses nonflammable Helium, of course. ZF Corporation is a large $35-billion-dollar company with 150,000 employees. The Zeppelin Group is also large but clearly, airship operations are modest compared to car subassemblies and other high-end technical work. I'm pleased Zeppelin keeps alive this fascinating aspect of aviation. I was enormously pleased to fulfill a long-awaited delight… to go aloft in an airship. Flying in Zeppelin was even more delicious than the superb white asparagus Germany produces in April of the year.Click or tap this link or click/tap image below to see the video posted to my personal account.
- Because the video above was originally intended only as a personal project, it was posted to my personal channel.
- Readers who want more aircraft coverage should go to the ByDanJohnson Affordable Aviation Channel on YouTube.
- More yet (about 1,000 videos) are found on Videoman Dave's Light Sport and Ultralight Flyer YouTube Channel.
* With 14 passengers on board at about $300 for a half-hour flight, this yields $4,200 per 30-minute flight. Even with efficient loading and unloading, they cannot make two flights an hour. Providing a small group of pilots 40 minutes and two takeoffs and landings each — plus some ground school and preparatory training — starts to sound expensive. I don't have better information at this time but presumably they have a way to handle this. I'll let you know.
Yeah, this is pretty far from my usual reporting. I’m not talking about an aircraft purchase in this story but I will tell you about a genuine piloting experience you might find intriguing. UPDATE May 17, 2023 — Regarding the “Pilot Experience” opportunity to actually fly and log time as pilot of a Zeppelin, the company responded that no such opportunities will be available in 2023 for “a variety of reasons.“ They did provide an email for the head of operations and I will contact him to see if the future holds any better news. —DJ Simply going aloft in an airship is relatively affordable, costing $300 for a half-hour flight. In my mind it was worth every penny. Of course, you can’t do this many places so you’d have to add the cost of getting to Friedrichshafen, Germany. So, flying a Zeppelin. Cool, yes, but you’re only a passenger. Sure, the visibility is fantastic through panoramic (and German-clean) windows, and every seat is a window seat.
Aero ’23 Day 3 — AVI Aircraft Impresses Aero with One Major Upgrade and One All-New Design
New from AVI Aircraft
Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed. In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets. Swan and Dracula can qualify as legitimate Part 103 aircraft. Both can be fully enclosed. Both can be delivered either with a combustion engine or electric propulsion. Both can fit in an impossibly small trailer. Shall I go on? Let's look at each of these models.Redesigned Swan LE
I glanced again to notice Swan's nose was entirely new, and not simply with a new cowling. AVI Aircraft's team, led by owner Radu Berceanu, has moved the engine from the end of a large boom tube to fully enclose it in the nose. Naturally, to accommodate a lower prop arc, designers had to raise the fuselage but entry remains easy. In fact, because you no longer need to lower yourself to get in, Swan LE may offer even better ingress and egress. Under the cowling is… well, your choice. Both new AVI models offer the Polini 303 with 38 horsepower, making Swan lively and able to achieve short takeoffs. Or, you can have an equally powerful (28 kW or 37.5 hp) electric propulsion unit. AVI has offered electric for several years, time enough to work out the installation and operation. Inside Swan LE looks the same except for the higher threshold. The helicopter-like, centrally-formed instrument panel allows generous forward and down visibility. Given its cantilevered construction, Swan LE doesn't need wingstruts that obstruct side visibility. The revised model retains that amazing fold-down capability (described in this article), allowing transport in the smallest trailer you can imagine. Swan at Aero was badged "Swan 120 LE" as it is approved under Germany's 120-Kilo Class. However, in our discussion, Radu stressed more than once that both Swan and Dracula can conform to U.S. Part 103 with minor changes, which he has already engineered and produced. The earlier boom-engine Swan has already proved itself capable of meeting Part 103, according to importer Tom Bartlett, AVI Aircraft's U.S. distributor (article from fall 2022). In America, I'd expect the name will be "Swan 103 LE" — LE stands for Lower Engine, said Radu. In addition to handsomely upgrading the nose of Swan, what Radu did right was leave the rest alone.Low-Wing Dracula
AVI Aircraft aims to please, said Radu. He heard from prospective customers that some wanted a low-wing version of the Swan. Since my last Aero visit (2019), AVI has completed all work on the new Dracula and kept many of the same features on Swan. That's not easy to achieve. One example is the wing-remove, tail-boom-fold method of disassembling Dracula for transport. Radu indicated that Dracula would fit the impossibly-small trailer just as Swan LE does. Given significant waits for hangar space at many airports, a small trailer could be the deciding factor for some potential buyers. Towing this small trailer around, almost no one would believe you have an airplane inside. A small trailer is also lightweight so towing with a smaller vehicle should not prove challenging. A single threaded pin is removed to detach the wings. The tail feathers also remove quickly. A hinge in the boom allows it to be folded forward, enabling the entire plane to fit in a space just 6 feet wide by 12 feet long by 6.5 feet high, which is the box size of a standard 6x12 enclosed trailer. "In turn, it can just as easily be reassembled and ready to fly in a matter of minutes with experience and a second pair of hands," said Tom. "We are working on a custom trailer that makes it easy to load, provides exceptional protection in transit, and allows for one-person assembly." Aerodynamically, Dracula is sleeker than Swan and can fly faster. However, for the U.S. Part 103 market, AVI has made some adjustments including a longer-span wing and a different flap configuration. Adjusting the prop also helps contain speeds to 103's snug limits. As to powerplants, Dracula again follows Swan LE with a choice of Polini 303 or electric motor. As noted in the specifications below, Dracula matches Swan exactly; these figures are what AVI Aircraft was offering Aero '23 attendees. However, I encourage interested Americans to contact Tom Bartlett, while pilots in other countries can contact Radu directly.TECHNICAL SPECIFICATIONS: AVI Aircraft Swan 120 LE and Dracula 120 both models share specifications provided by the factory
- Maximum Takeoff Weight — 529 pounds (240 kilograms)
- Takeoff roll on grass runway — < 295 feet (90 meters)
- Maximum Crosswind — < 18 miles per hour (30 kilometers per hour)
- Climb Rate — > 600 feet per minute (3 meters per second)
- Cruise Speed — < 68 miles per hour (110 kilometers per hour)*
- Never Exceed Speed — < 93 miles per hour (150 kilometers per hour)
- Limit Loads — +4, –2 G
- Best Glide Ratio — 10:1 at 53 miles per hour (85 kilometers per hour)
- Fuel Capacity — 7.4 gallons (28 liters)**
- Range — > 280 statute miles (450 kilometers) * slightly over U.S. Part 103 regulations but easily compensated ** can be changed for U.S. Part 103, affecting range
Electric Propulsion Information:
- Motor — 28 kW maximum power, 100 V, 102 kgs maximum thrust
- Batteries — 4 X 2.66 kWh each
- Charging — from 25% to 100% in 4.5 hours at 230V/16A
- Duration — minimum 1 hour of flight with reserve
ARTICLE LINKS:
- AVI Aircraft, factory website
- AVI Aircraft, all contact info and content on this website
- Swan USA, distributor website
- Swan USA / Tom Bartlett, preferred contact: email
- Aero Friedrichshafen, event website
* Swan pricing in fall of 2022 was around $30,000, however, shipping costs remain extraordinarily high, adding to Swan's factory price (MSRP). Exchange rates can also affect pricing in dollars. Please use the links above to contact the company or its representatives for current prices and availability.
I found much to discover at Aero Friedrichshafen 2023 but in one exhibit space I found two wonderful surprises. Both are from AVI Aircraft. One was easy to pick out as new. The other initially fooled me. In the Aero event I missed last year due to Covid (and the prior two years that were cancelled due to government Covid restrictions), AVI developers have been busy. New from AVI Aircraft Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed. In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets.
Aero ’23 Day 2 — Handsome & Affordable… Introducing the All-Metal Belmont that May Fit Your Budget
Introducing Belmont Patino DW200
The design is not brand new; it debuted at Aero 2018. I gave it a brief reference when reporting from Aero 2019. Yet the design only days ago won German approval. Remember, the global response to Covid damaged economies and created supply chain problems between Belmont's debut and the recent approval. The German system is not identical to ASTM but is similar enough to suggest the company could achieve Special LSA acceptance. At present, this design has no U.S. representation but they have attracted distributors in Europe. At this list price, an existing LSA seller in America may show interest in importing the Belmont Patino DW200 to offer an alternative to higher-priced models. "DW200 is a two-seat, all-metal, low-wing aircraft with side-by-side seats," said Belmont. "The landing gear consists of a fixed tricycle landing gear with steerable nose wheel." Belmont's model comes standard with a Rotax 912 ULS producing 100 horsepower paired with a ground-adjustable, three-blade composite propeller. Optionally, Belmont offers the fuel-injected Rotax 912iS, the turbo-charged 914, and UL Power's 130 horsepower 350is. This link provides a detailed description of the aircraft in adequate English, although some readers may wish to convert metric to American measurements. For essential specs that may interest you, I present data both ways below. Belmont Aero was founded by owner and pilot, Juris Libmanis in 2017. Belmont won their Germany approval recently, on April 13, 2023. Earning that credential opens the door for sales in many European countries that honor German rules. As mentioned, it will also help Belmont make their 8130-15 declaration to U.S. industry consensus standards — which are also used, with minor variations, in several other countries. Belmont's wing is all-metal with a rectangular center section and trapezoidal outer sections. All elements are made of aluminum, which may assure some readers concerned with repairs for an aircraft with a distant origin. Slotted wing flaps occupy about two-thirds of the wingspan while the outer third is aileron. An integral aluminum fuel tank is located between ribs 2 and 5 in the leading edge portion of the outer wing. Belmont Patino carries almost 32 gallons of fuel that would easily give it a range of around 800 miles. Main gear are equipped with hydraulic brakes controlled by a hand lever in the cockpit closely located to the throttle for easier one-handed operation. Belmont's main gear legs are a laminate build-up. Beautifully upholstered seats have a composite sandwich structure. Four-point seat belts are standard. Headphone jacks are located behind the pilot's seats. For a more thorough look at the factory and its collection of sophisticated manufacturing equipment, visit this web page. The website is strenuous about Belmont's adherence to quality. "Our team of engineers takes care of the safety, durability and quality of the aircraft using the latest production technologies," they stated. Belmont DW200 presented well at Aero and looked top quality on display. The company's base price appears reasonable in an age that has seen several LSA cross the $300,000 border. I believe it's fair to call Belmont "affordable."TECHNICAL SPECIFICATIONS: Belmont Aero Patino (DW 200) all specifications provided by the manufacturer
- Take-off weight — 1,320 pounds / 600 kilograms
- Empty weight, without emergency parachute — 650 pounds / 295 kilograms
- Take-off Distance to 50 feet, from hard surface — 550 feet / 166 meters
- Take-off Distance to 50 feet from turf: 575 feet / 175 meters
- Maximum Horizontal Speed — 140 miles per hour / 122 knots / 225 kilometers per hour
- Maximum Climb Rate at full gross — 1,150 feet per minute / 5.8 meters per second
- Stall Speed, best flaps at full gross — 41 miles per hour / 66 kilometers per hour
- Stall Speed, no flaps at full gross — 45 miles per hour / 73 kilometers per hour
- Maximum Fuel Capacity — 31.7 gallons / 120 liters
- Cabin Width — 43.5 inches / 1.105 meters
- Maximum Luggage Weight, interior — 33 pounds / 15 kilogram
- Maximum Luggage Weight, in each wing — 44 pounds / 20 kilograms
- Engine — Rotax 912 ULS, 100 horsepower
ARTICLE LINKS:
- Belmont Aero, factory website
- Belmont DW 200, detailed description
Do you think you can find Latvia on a map? Do you know anything about the country? You’ll know more after reading this article. I was underinformed about Latvia and had no awareness of its aviation capabilities. Hint: Latvia is east of Sweden, well north among the Eastern European countries. It is reasonably distant from hostilities in eastern Ukraine. One Latvian company’s ability to build a good-looking airplane is seen in nearby images. I was alerted to visit Belmont by my journalist friend, Marino Boric, who suggested I have a look at Belmont primarily because it carries quite an agreeable price point: €96,000. At today’s exchange rate ($1 = €1.09), that translates to $105,000 before shipping and related transport expenses. I realize everybody’s budget is different. Nonetheless, after the world has experienced at least 20% inflation over the Covid years (many experts believe inflation has been considerably higher), $105,000 for a airplane that looks like what you see in these images is, I believe, quite a bargain in 2023.
Aero ’23 Day 1 — Superveloce = Superfast… Speed Propels Porto Aviation to Records & Sales
How Fast Is Superveloce?
OK, it's fast but… Isn't this well beyond LSA speeds? — Yes, it is. Superveloce must be sold in the USA as a kit-built or it might be imported (in limited numbers) as Experimental Exhibition or some other Experimental category. However, when Mosaic is released, based on what we expect at this time, Superveloce could qualify. We do expect retractable gear, in-flight adjustable props, higher stall, and faster speeds, although we do not yet know if Sport Pilots will be allowed to operate this aircraft with that certificate. How fast is this aircraft? — Engines such as Rotax's 915iS can bring the 9,000-foot cruise true airspeed close to 200 knots burning just under 7 gallons per hour and able to range more than 800 nautical miles. No wonder Superveloce gets a pilot's heart pumping strongly. See more detail in the table at bottom. With its smaller "speed wing," can Superveloce stay within LSA regs? — You might rightfully wonder about that but although stall rose six knots from the earlier Risen model, it still claims a best-flaps stall at 43 knots indicated, which is within current LSA parameters and safely below the 50-knot stall speed expected under Mosaic regulations, though we have not yet seen FAA's Notice of Proposed Rule Making (NPRM) to verify this number. A key reason Superveloce can achieve this sane stall speed from a speed wing is the brilliant execution of Fowler flaps (image with arrow). For complete factory information on speeds, see the data sheet below. Note the right column portrays Risen 915iS SV — with "SV" designating Superveloce. Even with the less costly and more fuel efficient 912iS, Risen can still hit 162 knots at 9,000 feet. For still more on Superveloce and its speedy ways, see this article from 2021.Looking Back; Looking Forward
At the beginning of 2010 Alberto Porto and his partners started construction of the first Risen prototype. Two years later on a sunny Swiss morning in March 2012, the Risen aircraft made its maiden flight. After work to refine the model and to prepare for production the first aircraft ready for customers was unveiled on April 15th, 2015 at Aero. My video below was recorded at this debut. Eight years later, this project is mature with 25 flying, 10 of which are in the United States and interest is steadily growing. Now that his airplane-building company has satisfied more than two dozen customers, Alberto is planning ahead. He is actively supporting American builders — by in-person visits on some occasions. As Mosaic arrives and he can meet relevant ASTM standards, Alberto wants to establish a U.S. operation, possibly doing final assembly or more as the market develops. If speed is your thing, wouldn't "superfast" be even better?ARTICLE LINKS:
- Porto Aviation, all content on this website
- Porto Aviation, factory website
- Aero Friedrichshafen, show website
- More speed specifications, see table below
Factory Listing of Speeds
In the last couple years a rivalry erupted among companies in Europe aiming to be the fastest LSA-type aircraft*. I have previously reported on Porto Aviation and its fast-flying ways. Setting aside the politics of FAI-recognized record flights, no question remains that designer Alberto Porto is determined to create a very fast-flying aircraft. Check this article with more about speed attempts and to see images of a fixed-gear version called Siren. Gear up with an adjustable prop and flown at common cruise altitudes, it’s clear that Superveloce lives up to its name. What could the typical pilot expect while flying Superveloce? Porto Aviation lists the cruise speed at 75% power from Rotax’s 915iS at 200 knots true airspeed at 9,000 feet. Compared to other LSA I have examined, this tops the list (although some other fast designs aren’t too far behind). Porto Aviation, previously quartered in Switzerland, is now a bit further south in Italy.
Aero Friedrichshafen Prepares to Open — Preview as Europe’s Top Show Takes Shape
Yet it always works, magically perhaps. Once again, late hours turned into a show by Wednesday the 19th, opening day. The show runs through Saturday the 22d. If you're in Europe, I hope you're coming. If not, I'll do my best to show you what caught my attention.
What follows are a few images I captured as vendors continued their work (with apologies for showing how their spaces looked before all was complete). I'll describe each in a few words and will start regular reporting tomorrow. However, setting up is an essential airshow activity — and a fascinating aspect, at least to some of us.Aero 2023 Preview
Count Dracula Flies! — From the producer of the all-composite Swan 103 that has interested Americans, here comes Dracula. Yankees finally saw Swan at airshows last year, but they didn’t know what was next. At Aero, AVI is introducing Dracula, a single-seat low-wing that can fold up into a trailer that looks impossibly small. I've already captured more images and information and will be writing about this soon. Many readers enjoyed my review of Swan (video) and those who love a low wing look will now have an alternate choice. Plus, this Romanian company has embraced electric propulsion and offers gas or electric on their airplanes. Rotax on RV? — Wait! That’s not new. Van's Aircraft already does Rotax, albeit only on RV-12, their LSA model. Most RV models predate the -12 and commonly use Lycoming or Continental. Those engines have been well established for many years and many RV buyers choose an engine they know …or at least they do in America. In Europe, Rotax is very well known but that's not the only reason to choose it. Rotax is also more fuel flexible and that's key. Around the world, avgas is rare and frightfully expensive. Since Rotax can use mogas — which can be mixed with avgas in any proportion — it easily wins the international battle. This RV-4 uses a Rotax 915iS yet qualifies as a “ultralight” in Germany (indicated by the D-M… registration numbers). 916iS Popping Up More Frequently — I've already reported on Rotax’s 160 horsepower 916iS but it was the first time most had seen or heard of it. As airframe producers made the effort to configure the new engine to their aircraft, its appearance is becoming more common. One of the best marketers in the LSA space, JMB Aircraft, prominently featured one of their sleek VL3 models sporting the new fuel-injected, intercooled engine. They are also displaying their turbine-powered VL3 and this reflects an interesting shift I've seen. Where once diesel engines for aircraft seemed to be all the rage, that has clearly faded and turbine seems to be moving into the space. Weights are less than combustion engines, or even electric due to the mass of batteries. Maintenance can be low with TBOs that run well beyond a piston engine. Fuel burn can be just 10 gallons per hour. While burning significantly more fuel than a Rotax 915iS, turbines have their advantages and interest appears to be growing. Junkers A60 Side-by-Side — Perhaps you loved the A50 Junior we saw at Sun 'n Fun (article), but you wanted side-by-side seating and tricycle gear. The German company — with production in Battle Creek Michigan (in the same facility where Waco biplanes are built) — has you covered. These are somewhat specialized aircraft and they may take a certain kind of buyer. However, you cannot fault the exquisite design effort and the painstaking detail that shows in the construction. With adequate funding and a strong push from the owner, Junkers is back in aviation and is set to make a greater impact on recreational aviation. Who can't like that dedication to an activity we love? Airshow buddies! — Ask anyone who frequents airshow like I do and you will often hear how much pilots enjoy these event partly because they can run into old friends. After 25 years of attending Aero, I've come to know many in the European region and it is a great pleasure to have a conversation with them.Delicious Differences
Unlike American shows that largely take place out-of-doors, Aero commonly hosts elaborate displays possible when exhibits are protected from weather and inside where stage lighting and dramatic backdrops can be arranged. While everyone comes to look at the airplanes, you cannot help but notice the great effort (and expense!) that many companies went to as they showcase their product. That and restaurant food available in multiple convenient locations (and even a beer garden for those that enjoy such). One more mundane thing that suits visitors: indoor plumbing (and I won't say more). I hope you can make it to Aero but if not, keep dropping by to see what's news at Aero 2023!Europe's Aero covers developing projects better than most shows I attend, thanks significantly to my aviation journalist friend, Willi Tacke who almost single handedly brought the e-flight expo to Aero. One interesting project that I wrote about years ago is the PAL-V roadable airplane or flying car. This particular project is flying, and is seeking regulatory approval from authorities. They echoed Terra Fugia by saying the most challenging part is getting approval for a vehicle that can drive on the roads.
Aero is open! Yesterday, after flying across the Atlantic and despite starting to run low on energy and affected by the time zone change, a small group of us eagerly took a walk through Aero’s cavernous 12 halls to get a early peek. As I’ve observed many times, the night before, mere hours ahead of the show opening, the exhibits look chaotic. With packing boxes and parts strewn everywhere it seems impossible vendors can be ready in time. Aside from a few well-heeled organizations — those larger businesses that can pay outsiders to set up their exhibits ahead of time — most companies were scrambling furiously to be ready by opening day… which is now today. Yet it always works, magically perhaps. Once again, late hours turned into a show by Wednesday the 19th, opening day. The show runs through Saturday the 22d. If you’re in Europe, I hope you’re coming.
Aero Friedrichshafen Opens Wednesday — Intriguing Aircraft and Flying Gear Of All Kinds
Happy Birthday, Beringer!
In the rolling hills of Woodruff, South Carolina, at Triple Tree Aerodrome, Beringer Aero USA celebrated its 10-year anniversary in the fall of 2022. Beringer and its team of 32 employees, has progressively moved up in the ranks of widely-used wheel and brake systems, distinguishing themselves by the safety, reliability, and innovation of its distinctively-colored products. At Beringer in France, a team of 25 designs, certificates, and manufactures its products while their seven-person USA division "focuses on retail and warehousing for the North-American market, providing customer support and local contact to its customers.” The leaders of Beringer reported, "We did not set out to create 'good enough' wheels and brakes. We sought to create exceptional wheels and brakes, with the goal of providing peace of mind to pilots during the most critical phases of flight." Smart, because while pilots love to go fast, they definitely appreciate a strong set of brakes at the end of the flight. With its roots in wheel and brake systems, Beringer expanded into landing gear with the Alaskan Landing Gear for Cub-type airframes featuring 12 inches of oleo-pneumatic absorption. Their Shock Wheel system for LSA and ultralights equipped with spring gear gives 8 inches of absorption. Most recently, an innovative three-piece aluminum spring gear called B’Flex was added to the product line. Established in 2012, Beringer Aero USA relocated from Chicago, Illinois to Greenville, South Carolina. Their newly-acquired facility adjacent to the Greenville Downtown Airport (GMU) is the North American outlet for the French manufacturer operated for 37 years by the Beringer family. Initially specializing in motorcycle wheels, forks, and brakes, the company turned to aviation in 2009. Through almost four decades, Beringer has never stopped innovating.Introducing Aerotec+
The French company's newest product is a new patented braking technology called Aerotec+. "Representing a culmination of decades of production, testing, and experience, Aerotec+ offers a fundamentally new package designed for safety and increased performance," said Beringer. Two floating brake pads provide cooling from all sides, therefore lowering operating temperature for reduced pad wear and better caliper protection. Furthermore, the brake pad back plate has cooling fins to increase surface area and is made of a special steel alloy rated for higher temperatures that provides 20% more torque. Aerotec+'s brake disc has been redesigned with a special steel alloy to increase the coefficient of friction while also handling higher temperatures while the brake caliper has been redesigned to increase rigidity for higher piston loads and incorporates new cooling fins to help dissipate heat. Beringer said Aerotec+'s 20% added torque translates into 15 to 30% greater kinetic energy meaning reduced landing distances. What goes up must eventually stop and Beringer is determined to slow you down easily.European Manufacturers Meeting
LAMA, the Light Aircraft Manufacturers Association, will host at Aero Friedrichshafen in event for airframe producers and developers to provide more information about the U.S. market. Van's Aircraft Chief Engineer Rian Johnson — who also serves as the chair of the ASTM F37 committee that creates LSA consensus standards — will present information about FAA's upcoming Mosaic regulation in the United States. A panel of experts will answer as many questions as possible in the time available. Attendees will also be introduced to an organization that may be able to assist companies that wish to make their initial entry to the U.S. market. Rotax Aircraft Engines will provide catering for those manufacturers in attendance. This is an invitation-only event.You know the expression: “What goes up, must…” What goes up must come down and after it does, something needs to stop it. Here’s where one company has staked its claim. France’s Beringer left the high-speed action of motorcycles for even faster aerial machines …yet slowing them to a gentle stop is a matter the company takes very seriously. Judging from all the easily-recognized Beringer hardware I see gripping the wheels of our favorite aircraft, the company appears to be doing remarkably well. Happy Birthday, Beringer! In the rolling hills of Woodruff, South Carolina, at Triple Tree Aerodrome, Beringer Aero USA celebrated its 10-year anniversary in the fall of 2022. Beringer and its team of 32 employees, has progressively moved up in the ranks of widely-used wheel and brake systems, distinguishing themselves by the safety, reliability, and innovation of its distinctively-colored products. At Beringer in France, a team of 25 designs, certificates, and manufactures its products while their seven-person USA division “focuses on retail and warehousing for the North-American market, providing customer support and local contact to its customers.” The leaders of Beringer reported, “We did not set out to create ‘good enough’ wheels and brakes.
Aero Friedrichshafen 2023 — JH Aircraft’s Popular Corsair Debuts e-Motion at Europe’s Best Show
Part 103-Eligible Corsair
When Jörg first introduced his carbon-fiber-tube-primary-structure Corsair, lot of us had to pick up our jaws from the floor. Corsair was so distinctive in its shape and so unique in its construction that most initially refused to believe it could fit Germany 120-Kilogram Class (empty weight allowed is within a couple pounds of Part 103). Then he finished the aircraft, flew it, and proved it could make weight. Later Jörg worked with a three-cylinder internal combustion engine that seemed to fit the era well. He wasn't done as you'll see below. Corsair is "a microlight single seater fulfilling different national regulations such as England's SSDR or the U.S. Part 103, yet it is capable of +6 and -4 g without compromises on safety," explained Jörg. Designed and built in Germany, Corsair has an extremely strong carbon primary structure composed of laboriously-assembled carbon tube. "Furthermore," Jörg added, "the complete cockpit area is constructed as a Kevlar reinforced safety cell." Of course, this being a German design, an aircraft rescue system with a ballistic parachute is available as well. Germany requires such equipment. "If you want to start your own project and build an aircraft on your own," Jörg observed, "Corsair is not only available ready-to-fly but also as a kit."Get e-Motional!
If an aircraft is good, is an electric-powered one even better? Maybe, and those keen on this propulsion now have that choice on Corsair. "With electric propulsion, Corsair e-Motion is nearly maintenance-free, thus it is less complicated and leaves more time for the pure pleasure of flying," believes Jörg. "Especially with open canopy in nice weather you can directly feel the freedom of flying." Different types of batteries are available with up to 14 kWh, allowing up to two hours of flight time. Batteries can be recharged in approximately 4.5 hours at a standard wall outlet or in just 1.5 hours using a quick charger, reported JH Aircraft. Those attending Aero Friedrichshafen 2023 are warmly invited to examine Corsair at Aero (April 19th - 22nd) in Hall 5, stand 305.TECHNICAL SPECIFICATIONS JH Aircraft Corsair eMotion all specification provided by the manufacturer
- Wing span (folded wings) — 24.6 feet (9.0 feet)
- Length — 20.7 feet
- Wing area — 108 square feet
- Empty Weight (without batteries) — 187 pounds
- Payload — 364 pounds
- Load Factors — +6g / -4g
- Engine — Electric motor HPD16 or HPD20
- Power — 16 kWc / 20 kWpeak or 20 kWc / 30 kWpeak
- Batteries — 7. 1 or 14 kWh / max 136 pounds
- Flight time — Up to 2 hours (14 kWh)
- Take off roll distanc — < 130 feet
- Take off over 50 ft obstacle — < 400 feet
- Stall speed — 30 knots
- Cruise speed — 86 knots
- Maximum speed — 108 knots
- Best climb — 1200 feet per minute
ARTICLE LINKS:
- JH Aircraft, all content on this website
- JH Aircraft, factory website
- Aero Friedrichshafen 2023, show website
This video interview was recorded three years ago, before Covid, on my last visit to Aero until 2023. https://youtu.be/sFiwdv_ozJc And here's a shorter review of the aircraft before it flew, featuring in-flight views at the end. https://youtu.be/k5EF-RU8qMs
OK, I admit it. I’m a huge fan of Aero Friedrichshafen. This show packs a lot of delight into four days and 12 gymnasium-sized exhibit halls. In 2023, many of the aircraft on display are known to Americans. However, Europe tends to produce more proof-of-concept projects than we see in America. This is partly as European governments subsidize certain developments, such as when a designer engages a national university. The builder gets technical assistance. The students get real-life experience. Help with these costs yields many interesting designs but few make it to market. However, novel ideas can find their way into other, marketed designs. Other projects are carried, just like in America, by entrepreneurs that simply will not stop until they reach their goal. Jörg Hollmann of JH Aircraft is a driven engineer who has steadily developed and improved his super-light Corsair lookalike. For Aero 2023, he has something new… again!
GONE FLYING! — Affordable Aviation to Spread More Widely via Flying Magazine Channels
What and Who Is Flying?
The magazine you already know. Every pilot knows it. For many of us, it was probably the first aviation magazine we ever read. Flying has been headquartered in places like New York City and has focused on the higher end of aviation though their coverage spans the field. However, the iconic magazine was not strong in affordable aviation. That's where I saw an opportunity I contacted Flying Media owner Craig Fuller after discovering he was an LSA enthusiast; it turns out he owns two of them. He had purchased Flying magazine in 2021 and had ambitious plans. I believed that what I had to offer — the affordable end of aviation including Light-Sport Aircraft, Sport Pilot-eligible kit-built aircraft, and ultralights — could nicely complement the wider range of aviation served by Flying magazine. Craig was "highly interested" almost from the start; he had already watched some of my videos and was familiar with my work. Between April 2022 and summer at AirVenture, we came to basic agreement and spent a few months working out the contract details.What Does this Mean to You?
Regarding your interest in what you always find on ByDanJohnson.com, expect no changes. As I have for decades, I will continue my reporting on affordable aviation. AffordableAviation.com will come online soon enough and then the door will open widely for more pilots to see this content. I have been serving around 40,000 loyal readers each month. I expect that could double …or more, depending on how many in the Flying ecosystem are intrigued by affordable aviation. Already some articles of mine appear in Plane & Pilot, another familiar aviation title Craig acquired recently. “The LSA category is the most exciting part of the aviation industry," Craig said in Flying's announcement. "It offers affordable access to some of the most advanced general aviation aircraft in the market. With the changes expected under Mosaic, we expect an explosion in new aircraft models, innovative technology, and more affordable offerings for pilots and aircraft owners. Affordable aviation is coming to general aviation and Flying Media Group plans to capitalize on this opportunity by providing far more coverage and content related to the category, across all of our channels.” I can hardly tell you how pleased I am that Craig and Flying magazine (and several online products) will carry the affordable aviation flag into the future. For nearly a century, Flying has built a reputation and audience unmatched throughout all of aviation. To join such a prestigious, well-known and well-respected aviation publisher is very satisfying. What Will I Be Doing? — Short answer: trying to keep up! For the next year, I expect to be busier than ever. The affordable end of aviation is enjoying strong success. Part 103 ultralights — that nobody, including me, can count accurately — appear to be doing very well. Light-Sport Aircraft and Sport Pilot kit-built aircraft were up almost 20% in 2022 after a 10% gain the year before. Companies are quoting deliveries into 2024. In other space, eVTOLs are capturing attention and money by the bagful. Air taxis may be well off in the future but Part 103 eVTOLs are almost market ready now. Finally, FAA should be on the cusp of releasing their much-anticipated NPRM known as Mosaic. Whew! What a time to be covering the segment of aviation I love. Now, with Flying's acquisition, decades of content can be offered to a larger world of aviation. I will do my best to faithfully report affordable aviation and the fun sort of flying machines recreational pilots enjoy. C'mon along for the ride. I'll happily be your tour guide.For a long time, my entire focus has been recreational aviation news. Normally, the news is about an aircraft, a new engine, or some innovative flying product. The news is rarely about the messenger, ByDanJohnson.com. As many who attended Sun ‘n Fun 2023 learned and even more discovered via online news — Flying Media has acquired the ByDanJohnson aviation brand and all of the written, photographic, or video content created under the tagline, “By Dan Johnson.” This content dates to 1976. Since the mid-1990s, much of this work migrated from print to the web. Work on the website began in 1999… a mere four years after the World Wide Web was birthed by the Netscape browser. Building a website was very challenging then — we called it “stick-built,” as every line of code to make it work had to be written essentially from scratch. WordPress, which today delivers ByDanJohnson.com and about one-third of all websites worldwide, did not exist in 1999.
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