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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Quicksilver’s 103 Sprint Offers Potent Powerplant

By Dan Johnson || 2 Comments (Edit)

Cockpits don't get much simpler than this, but do you really need more to have fun aloft?

Hirth's 71-pound F23 delivers 50 horsepower making Sprint, or Max 103, a strong performer.

You could say 15,000 aircraft buyers can't be wrong and you'd be right. Quicksilver, in several various corporate iterations, has indeed sold 15,000 aircraft kits for its whole line including what they call the MX series and the GT series. Going back to the early 1980s — or even earlier when the company was a hang glider producer under the namer Eipper Formance — the company has made so many models I could nearly fill a post with the names, so I won't try to list them all. Suffice it to say this is one of the most prolific airplane companies since the Wright brothers first flew. Today, the line up includes the aircraft in the nearby photos called Sprint. It's a single seater, now positioned as the MX-103. As the company notes on their slickly upgraded website, "[We are] launching the MX 103 a legal ultralight with 50 horsepower engine for $18,900 fully assembled." They note that MX 103 is based on the MX Sprint that has a long track record of safety and ruggedness in an open air flying machine. So, here's another Part 103 ultralight we saw at Sun 'n Fun 2015 that sells for less than $20,000. Maybe even the naysayers (those that claim aircraft can't really legally meet Part 103) will grudgingly admit you might make a proper weight shift trike or powered parachute that can stay in the parameters but, "You can't do it with a three-axis airplane or if you can it will have such a weak engine a buyer will want more power and that will push it out of Part 103 weight." Man, if I had a dollar for every time I heard that ... I could probably buy an MX 103. Sprint has long been able to meet the confining weight limit of Part 103 — 254 pounds empty or 278 pounds with a parachute plus another 50 pounds allowed for floats. This presumes the buyer didn't load the aircraft with options. Admittedly some of those Part 103-eligible vehicles did indeed have a less powerful engine and the doubters might be right that you'd want something that could give a more robust climb rate. With the Hirth F23 powering the MX 103, I say that problem is solved, and how! Hirth has long offered a line of engines that Part 103 producers have used. One of the most popular is the F33, a single cylinder engine that can be supplied with electric starting. It is so light, a Part 103 aircraft can still accommodate the battery and wiring to allow push-button starting. However, it only offers 28 horsepower and while that works, it isn't particularly energetic. With Hirth's F23, all that changes. This twin cylinder two-stroke engine offers a far beefier 50 horsepower and on a lightweight single seater like Sprint, that yields literally awesome performance. Two cylinders also ensures greater smoothness, even though Hirth engines have a reputation for smooth operation. Especially on the lightest aircraft, lower vibration is exceedingly welcome. Quicksilver Aeronautics the factory based in Temecula, California, worked with the F23 but couldn't get it where they wanted it. So, Heavenbound Aviation's Andy Humphrey jumped in and, working with longtime Hirth U.S. representative Matt Dandar, managed to solve the installation problems. What visitors to Sun 'n Fun saw at Air-Tech Inc., display was the aircraft in the photos that I'm told is working beautifully. Congratulations to Andy and Matt! I'll bet Quicksilver is thrilled. Although Matt had worked with Quicksilver for some months, the challenges remained and new Quicksilver dealer Andy arranged to have the aircraft brought to his location in Ohio, conveniently closer to Matt's shop, and the two of them wrenched on the issues. The Hirth F23 only weighs 71 pounds (77 pounds with electric starting), said Matt, helping to keep Sprint within parameters even without an emergency parachute. Using a 'chute should allow electric starting as the parachute systems generally weigh a few pounds less than the weight FAA calculates for it. The installation was problematical as F23 has opposed cylinders and dual exhausts. On our new video, Matt explains gives more detail but basically they solved the problem by inverting the cylinders putting the carbs on top and exhausts on the bottom. Andy was the brains behind the motor mount parts that allowed the engine to be mounted underneath the wing — making upper wing surface airflow that much cleaner. We saw this configuration last year but the engine was on top and that simply wasn't the best. Now it's working great, Andy and Matt agreed. How great? I wondered how a lightweight Part 103 airplane performs with 50 horsepower? When I asked, Andy smiled broadly and said ground roll is 25-35 feet. Whoa! Talk about your short field take off airplane; only a helicopter can beat that. Andy added that stalls come at only 16 mph (a mere 14 knots). Given Quicksilver's long reputation for this model and its wonderful safety record, here's an airplane almost anyone can afford and everyone can enjoy. Heavenbound will build Max 103 for you and Andy said you can buy an RTF machine for less than $20 Grand! Andy reported that one pilot with experience in Quicksilver who flew this Max 103 was hesitant to even use full power. That's a major difference from most Part 103 three axis airplanes and this adds a reason why the 103 sector appears to be reenergized. Thanks to Andy and Matt for sleuthing the problems and making for a wonderful new Part 103 entry.

You could say 15,000 aircraft buyers can’t be wrong and you’d be right. Quicksilver, in several various corporate iterations, has indeed sold 15,000 aircraft kits for its whole line including what they call the MX series and the GT series. Going back to the early 1980s — or even earlier when the company was a hang glider producer under the namer Eipper Formance — the company has made so many models I could nearly fill a post with the names, so I won’t try to list them all. Suffice it to say this is one of the most prolific airplane companies since the Wright brothers first flew. Today, the line up includes the aircraft in the nearby photos called Sprint. It’s a single seater, now positioned as the MX-103. As the company notes on their slickly upgraded website, “[We are] launching the MX 103 a legal ultralight with 50 horsepower engine for $18,900 fully assembled.” They note that MX 103 is based on the MX Sprint that has a long track record of safety and ruggedness in an open air flying machine.

Is Rev for You? …for Less Than $18,000?

By Dan Johnson || 5 Comments (Edit)

UPDATE 5/10/15 – Rev Videos — Shortly after the following article was written, we posted two videos about Evolution's new Rev. Part 1 shows you how fast the setup from trailer to flight goes and Part 2 gives more information, both featuring primary developer Larry Mednick. Enjoy! –DJ Earlier I've written that the Part 103 ultralight sector seemed more vibrant than ever at this year's Sun 'n Fun. I admit a bias. I love Part 103 ... the aircraft, the concept, I like flying single seat aircraft, and, hugely, I love that Part 103 deftly avoids most of the interference from government officials that tends to dominate so much of aviation worldwide. While certified aircraft have hundreds or thousands of pages of regulations they must follow, Part 103's entire ruleset can be printed on the front and back of a single piece of paper. That's fantastic! Earlier a few folks reading my enthusiasm about Sun 'n Fun 2015 exhibits of Part 103 machines voiced doubt that these machines can actually qualify — meeting the challenging empty weight of 254 pounds (278 if a parachute is mounted; more if floats are added); the max speed of 55 knots or 63 mph; the stall of 24 knots or 28 mph; the five gallons of fuel, and, well ... that's nearly it. Of course I couldn't weigh each machine out in the fields of Sun 'n Fun's Paradise City, but I did probe with each vendor interviewed, "Are you certain this meets Part 103's parameters faithfully?" Each answered, "Yes!" although they also noted that customers sometimes like to add options that can push the vehicle out of 103. One of the most fun was Evolution Trikes brand-new Rev, which is perhaps shortened from Revo, their super-deluxe two seat trike featuring every bell and whistle known to trike developers. However, although Rev is highly simplified compared to Revo, it has everything I'd want on a trike and has a very special arrangement to help you maneuver the machine when its is folded for transport or storage. As you look at the lead photo, you have to wonder if this thing just crashed and jumbled its tubing into a mess. You can be excused for wondering. However, what you see above is Rev in compact — and wheeled — form so it can be moved around easily inside a hangar or onto a trailer. Because Part 103 trikes are limited to 60 mph, owners may trailer their rig; also, an enclosed trailer can make an inexpensive hangar. Rev cleverly folds from its collapsed configuration to flight or the reverse in a mere six minutes and even those minutes won't strain your back, thanks to the ingenious thinking of lead developer Larry Mednick. He's proved his design prowess with the marvelous Revo and he's done it again with the far simpler Rev. Rev's wing is intended to stay attached, folding into flight position while mounted to the trike carriage. Then the carriage itself folds to allow movement on the ground with a second carriage (see second and fourth photos). Yet, as the late-night TV advertorials boast, "That's not all!" Once the wings — of this simpler, single surface design with nifty wing ribs that insert easier than ever — are unfolded, the ground-movement carriage is detached, and the nosewheel assembly plugged in, the wing lifts quite easily into flying condition. Even the "haul-back" is easier (haul-back is an action to fully deploy and tension the wings to flying condition; it can be difficult on some large, tight wings). One the wing is fully erected over its carriage, you attach the standard forward support strut ... except, nope, you don't! Like very few trikes on the market, Rev is design to support the wing from the rear, making forward visibility the best I've seen in recent memory. This has been done before, but it's rare and the earlier efforts were not this slick. For those nervous about the lack of a forward strut, Rev is designed to accommodate one if you wish (as an option). Similar to his superb Revo, Larry has left few details needing any further attention. As you look at the detail image collage, you see the whole creation is thoughtfully considered. An instrument panel is nestled behind the beefy front wheel; it can be configured in various ways (though you'll need to restrain your impulses if Rev is to remain in Part 103). It has comfortable foot rests and even the throttle hook up to the right pedal is neatly achieved. Large main gear tires combine with a robust nosewheel to assure landing on rough fields won't provide a threat and all three wheels use a smart but simple and light form of suspension (see black insert in rear gear leg and under the seat of the front support arms). Even the nosewheel gusset has a fine touch with the product name machined into the plate. A parachute is fitted, allowing empty weight to rise in a way that "buys" a few extra pounds (the parachute weighs slightly less than FAA's AC 103-7 allows). Of course, some buyers will simply have to add some options and Evolution has several. Adding too much will push Rev into Experimental Amateur Built where a pilot license, medical, and N-number will be needed but Evolution offers various ways to personalize your Rev. Looking like the one in the photos and fully optioned out, Rev will exceed $33,000. However, with its standard Kawasaki 440 (40 hp) engine and still a mighty nice machine, Rev lists for just $17,900. That's terrific. Go, Rev!

UPDATE 5/10/15 – Rev Videos — Shortly after the following article was written, we posted two videos about Evolution’s new Rev. Part 1 shows you how fast the setup from trailer to flight goes and Part 2 gives more information, both featuring primary developer Larry Mednick. Enjoy! –DJ Earlier I’ve written that the Part 103 ultralight sector seemed more vibrant than ever at this year’s Sun ‘n Fun. I admit a bias. I love Part 103 … the aircraft, the concept, I like flying single seat aircraft, and, hugely, I love that Part 103 deftly avoids most of the interference from government officials that tends to dominate so much of aviation worldwide. While certified aircraft have hundreds or thousands of pages of regulations they must follow, Part 103’s entire ruleset can be printed on the front and back of a single piece of paper. That’s fantastic! Earlier a few folks reading my enthusiasm about Sun ‘n Fun 2015 exhibits of Part 103 machines voiced doubt that these machines can actually qualify — meeting the challenging empty weight of 254 pounds (278 if a parachute is mounted; more if floats are added); the max speed of 55 knots or 63 mph; the stall of 24 knots or 28 mph; the five gallons of fuel, and, well … that’s nearly it.

Is Diesel Power for LSA Superior? Yes!

By Dan Johnson || 2 Comments (Edit)

Superior's Scott Hayes pointing out the intake ports on the Gemini Diesel's cylinder sleeve (exhaust ports are to the left as you view the part between Scott's index and middle fingers).

"So, it looks like Rotax has finally got some worthy competition," was a comment I received as I walked into the Sun 'n Fun press headquarters work room. The observation came from a fellow journalist at one of the big aviation magazines. He is aware Rotax dominates the light aircraft market with an estimated 75-80% of all engine installations, even higher overseas. Who is going to give the big Austrian engine manufacturer some competition? Superior Air Parts got started back in 1967 making components for certified engines such as Lycoming but long ago branched into their own engine line. Companies like Arion Aircraft is using an Experimental Superior XP powerplant for their new EAB speedster similar to but quite a bit faster than their LS-1 Light-Sport model. Like Arion, many already knew of the gasoline engines from this Texas company, but I knew something was up when I was approached at Sebring about a new project. To hear more, I had to promise secrecy but the veil came off at Sun 'n Fun and that's why the other media fellow made his comment. Gemini Diesel employs two horizontally-opposed pistons in a single cylinder using outboard crankshafts driving a common center shaft through a system of front-mounted gears. Gemini appears roughly the same size as the Rotax 912 and, according to representatives, weighs about 200 pounds or 10 percent more than the Rotax. It also costs marginally more than a 912ULS at a projected retail price of $25,000. At Sebring and again at Sun 'n Fun, I spoke with (then interviewed for a video; see below) Scott Hayes, Superior's sales and marketing VP who provided details after the announcement by CEO Tim Archer. "[We] acquired the Gemini Diesel engine and have begun active development of the current engines, as well as planning the introduction of new models," stated Archer. Archer added, "Because of its unique, Uniflow design featuring two-opposing-pistons-per-cylinder, the Gemini will be smaller than many current gasoline and diesel piston engines, giving it a significant power-to-weight ratio advantage and making it especially attractive to the experimental and LSA markets initially." In late 2014 Superior acquired all rights to the liquid-cooled, two-stroke diesel design originally developed by Britain's Powerplant Developments. Over the last few months, Superior has been testing prototypes of the Gemini on the bench. "There are basically two reasons why we chose to offer the Gemini Diesel to the experimental and LSA markets first," said Scott. "Number one was the fact that the 100-horsepower, Gemini 100 is much further along in its development cycle." Then he elaborated, "The second is that over the years many of the manufacturers of these kit and LSA aircraft have become dissatisfied with the current engine options and have asked us about developing a new-generation, alternatively-fueled engine that delivers the same innovation, quality, and value that is found in our experimental XP-Series and FAA-certificated Vantage Engines." "We have already had preliminary discussions with manufacturers representing a variety of experimental and LSA aircraft," Archer said. "We are very excited to say that the Gemini 100 is currently running in the test cell. The engine is meeting all of our performance goals and right now we anticipate having preproduction engines within 90 days." That translates to about Oshkosh time, so it will be interesting to hear how LSA builders are embracing the idea. I envision the strongest support may come from overseas suppliers who have active businesses delivering aircraft to countries where avgas is virtually unavailable and where auto gas may be questionable for use in an airplane. In addition many airports around the globe do not allow non-aviation fuels on their property so auto gas is not as widely available as in America. Of course, the million-dollar question is how Rotax may address this development. The company always holds their new development close to the vest and no one I know will say a single word about what may be coming. Yet the Austrian powerhouse (Toronto stock exchange symbol DOO.TO) is not a giant to be casually poked. It may be very interesting to see what Superior's entry causes in response. Other players in the LSA ASTM-standards-meeting engine space include Jabiru with 81- and 120-horsepower models and HKS and D-Motor with lower horsepower models. D-motor showed a six-cylinder engine at Aero and Sun 'n Fun and UL Power is reportedly working on meeting ASTM standards. Plus, the new engine from ICP in Italy is reportedly ready to enter production. However, while I have seen some interesting diesel engine prototypes, Superior has clearly jumped in the lead of proposing to have an engine perhaps in serial production and meeting ASTM standards perhaps in 2015. Airframe developments in variety of configurations -- fixed wing, gyroplane, weight shift, powered parachute, and motorglider -- have proven a fascinating watch since the first one was FAA accepted just over ten years ago. Now the engine space looks to be of equal interest. We will work to keep you informed in the fast-changing sector. Superior's Bullet Points on the new Gemini Diesel Engine Jet A is a global fuel with better availability, quality, consistency and pricing Operators can fly the same range as a standard engine on less fuel High power-to-weight ratio; provides 100 horsepower Highly efficient, two-stroke power Higher engine torque at lower RPM Projected to have up to 20% lower fuel burn than conventional engines Mechanically simpler design, with fewer moving parts Retrofittable with many current piston engine designs Greener operations with much lower emissions Uniflow design enables easier engine model expansion Higher horsepower engine in planning See more in our recently shot video interview with Superior's Scott Hayes

“So, it looks like Rotax has finally got some worthy competition,” was a comment I received as I walked into the Sun ‘n Fun press headquarters work room. The observation came from a fellow journalist at one of the big aviation magazines. He is aware Rotax dominates the light aircraft market with an estimated 75-80% of all engine installations, even higher overseas. Who is going to give the big Austrian engine manufacturer some competition? Superior Air Parts got started back in 1967 making components for certified engines such as Lycoming but long ago branched into their own engine line. Companies like Arion Aircraft is using an Experimental Superior XP powerplant for their new EAB speedster similar to but quite a bit faster than their LS-1 Light-Sport model. Like Arion, many already knew of the gasoline engines from this Texas company, but I knew something was up when I was approached at Sebring about a new project.

More Light Aircraft Videos and Video Pilot Reports

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Interviewing Brian Boucher and his Edra Aeronautica Super Petrel LS Light-Sport amphibian.

We keep up with fascinating development projects by interviewing people like Darrell Lynds. photo by Steve Pugh of MVP.aero

Getting the latest update on Ekolot's handsome Topaz from Kris Siuba.

Update 4/30/15 — On the unlikely chance that you don't get enough of watching me on YouTube, Florida Aviation Network uploaded an interview from Sun 'n Fun 2015. In this exchange I give some update on the industry over the last year and the state of LSA, as it were. See at the end of the article. Whew! It was another full-to-capacity tour of Sun 'n Fun where we scoured the grounds seeking interesting aircraft to report. I'm happy to tell you that we again spoke with dozens of designers about their creations and we think we do a thorough job in the light aircraft sector. In 2015, more than Light-Sport Aircraft, light kit aircraft, and ultralights, we are adding light general aviation airplanes or Light GA and drones (also known as UAVs, UASs, RPVs, RPAs ... they go by several names, so new is the category). While realizing that videos are enormously popular content on ByDanJohnson.com and Google YouTube, I'd like for you to understand how it is they occur. I mention this as one company we proposed to cover asked somewhat defensively how much shooting the video was going to cost them. Commonly, video shooting and editing runs about $1,000 per minute and can go much higher from a professional video organization. We charge the aircraft company nothing, zero, nada. In fact, this is significantly a labor of love done without compensation in mind. We tease about how it is our "volunteer job" in aviation. Click to see hundreds of free videos including a Video Pilot Report or VPR of Van's Aircraft's RV-12 in two segments (Part 1 & Part 2). The process begins with my videographer partner, Dave, in this effort making the rounds seeking airplanes and people whose stories might be of interest. He's become quite familiar to many in aviation who commonly see him approach on his "gimpster" as he likes to call it. He must use this as getting around is not easy with cameras, tripods, batteries, and all the accouterments of videography. Honestly, though it was not his choice to be dependent on his scooter, video man Dave soldiers on without complaining and has become highly effective at the process. You don't simply go around and find shiny aircraft at which to point a video camera. It is also necessary to know if an aircraft has new or unique qualities and to consider how it fits in the light aircraft segment. A script plays out in his mind and only after these steps does the shooting begin. After Dave's review — a multi-day process at big events like Sun 'n Fun — he makes a list of the aircraft, engines, other products, or interesting people and we discuss how to approach them in the goal of getting a story you viewers will enjoy. As the subjects are scattered all over the grounds, it takes planning to do several videos per day and more time to find the right individual to interview. Personnel availability is challenging at busy events so we often have to wait our turn; it's not diplomatic to interrupt a sales conversation to shoot a video. My part of the job is often to pull the right person to their aircraft, to brief them on how the video recording will go, tell them how to position themselves so we show them and their aircraft in good light. We will often discuss what I will ask them — usually the same questions you viewers would ask had you the opportunity. Finally, we launch into it, trying to make as few takes as possible to minimize the post-production effort. Usually we do quite well but people get nervous with a camera watching them causing them to stumble. Not unusually a military jet roars overhead and we have to interrupt the process. At the conclusion of the video recording, we ask permission to use additional video footage the company may have shot, capture still images, verify contact info and name spellings, after which Dave finishes the scripting and sends it off to get produced and published on YouTube. The exercise demands more effort than may appear and is greatly aided by two of us who know this industry very intimately allowing us to efficiently gather compelling footage. We do this without direct payment from any company so you can depend on our objectivity. I am pleased to report that I heard from many viewers at Sun 'n Fun who said they watch lots of our videos and enjoy them. One man approached me and said, "I recognized you and wanted to meet you. I'm a boat captain working out of Dubai; I spend a lot of time watching you." That's satisfying to hear but without my great collaborator Dave, these videos would not be as good as they are. We are happy you enjoy them. We plan to keep making videos and we hope you'll keep watching. A Note of Interest — During Sun 'n Fun 2015, YouTube turned 10 years old. In one decade Google's video service has grown so much that every minute of the day, 24 hours a day, seven days a week ... 300 hours of video are uploaded to YouTube. Here is the Florida Aviation Network interview by FAN host Diego Alfonso with Dan Johnson:

Update 4/30/15 — On the unlikely chance that you don’t get enough of watching me on YouTube, Florida Aviation Network uploaded an interview from Sun ‘n Fun 2015. In this exchange I give some update on the industry over the last year and the state of LSA, as it were. See at the end of the article. Whew! It was another full-to-capacity tour of Sun ‘n Fun where we scoured the grounds seeking interesting aircraft to report. I’m happy to tell you that we again spoke with dozens of designers about their creations and we think we do a thorough job in the light aircraft sector. In 2015, more than Light-Sport Aircraft, light kit aircraft, and ultralights, we are adding light general aviation airplanes or Light GA and drones (also known as UAVs, UASs, RPVs, RPAs … they go by several names, so new is the category).

Sun ‘n Fun 2015: Part 103 Ultralights Are Hot!

By Dan Johnson || Leave a Comment (Edit)

M-Squared Breese owner, retired Captain Ray Anderson, donated to the Florida Air Museum his very special single seater that was highly modified in numerous ways; see our video on this amazing airplane.

Quicksilver's single seat Sprint uses the twin cylinder opposed Hirth F23 that provides 50 horsepower to achieve wonderful performance in a Part 103 ultralight.

Evolution Trikes makes the super-deluxe Revo and now this new Rev, a Part 103 ultralight available starting at only $17,900.

Fly Hard's SkyCycle used a custom 15-layer-deep airbrush paint job to attempt winning its ninth-in-a-row award at Sun 'n Fun.

Part 103 ultralight activity was not the news I expected to report from Sun 'n Fun 2015, certainly not as my first report. After an intense week shooting video interviews at Sun 'n Fun 2015, I am impressed to report that Part 103 is much more than alive and well. For those that may have missed this unique category, Part 103 ultralight vehicles (FAA's deliberate wording) are single seat flying machines of varying description that need no medical, not even a pilot license, no N-number registration, and can be sold ready-to-fly. The entire FAA regulation for them can be printed on the front and back of a single piece of paper. Adding to the charm of rarely having to interact with a government agency in order to have some fun in your airplane are a couple similar efforts in Europe. Germany has its 120-kilogram class (264 pounds) and England has its SSDR category (Single Seat De Regulated). Between these two and the now-32-year-old Part 103, fixed wings, trikes, powered parachutes, and even helicopters that can keep their weight down to 254 pounds empty (278 with an airframe parachute; even more with floats) and can keep their max speeds to 55 knots max and 24 knots stall are given unusual flexibility in these times of government pushing to heavily regulate many activities. Celebrate 103! So, with that in mind, we toured around the grounds of Sun 'n Fun making video interviews with designers and their aircraft. At vendor after vendor, we encountered something I did not expect. Several Part 103 producers were featuring new aircraft and every one I spoke to related good sales and phones ringing with interest. As longtime light aviation expert and Quicksilver specialist "Bever" Borne put it, "I'm selling airplanes to [some of the same] customers I had 30 years ago. Since then they went off and bought an Experimental, then a LSA, perhaps followed by a Cessna or Piper. Now, they're back. They tell me that after all that experience they realized the first ultralight they bought from me was still the most fun flying they had and now they want to return to their roots." Bever is not alone in his perception. Aerolite 103 producer, Dennis Carley took over production of this charming aircraft in late 2012. For 2013 he sold 20 airplanes, not bad for a start-up year (adding to his other business of building aircraft for customers). In 2014, he sold 40 Aerolites. Now, flush with orders following airworthiness approval in Germany earned by his dealer in that country, Vierwerk, he is forecasting 60 Aerolites for 2015. "That is my current maximum capacity," Dennis related, and that's before he potentially starts offering a four-stroke-powered model. Another vendor, Chip Erwin of Aeromarine-LSA, is seeing more interest in his Zigolo (video) and he has an all-new electric propulsion unit to offer for it; I'll have more on that later. Plus, he plans to offer not one but two single place aircraft with a four-stroke engine that he says is singular. Another fixed wing Part 103 ultralight I'll write when the project is complete is from Kolb, with their novel concept for removing the fear of taildragger flying in an upcoming new version of their Part 103 Firefly (video). Watch for more on that aircraft, too. Not left out of the mix, weight shift trike producers are showing better staying power than powered parachute producers that have become a bit thin ... Powrachute is still going strong but many others are curiously quiet. Powrachute, with the fanciest carriages in the business, has created a sideline of producing trike hardware for Evolution Trikes, and they all exhibit some of the finest metalwork in light aviation with numerous special features you rarely see on even the better fixed wing aircraft. Evolution showed their newest aircraft as promised at Sebring earlier this year. Called Rev, I plan a full story on this trike as it is so unique that a paragraph cannot do it justice. When you read that story later this week, you'll see what we examined at Sun 'n Fun ... the strangest-looking contraption imaginable, until you realize its purpose. Rev — shortened from Revo, their super-deluxe trike that I consider the Cadillac or Mercedes of weight shift trikes — is a single place Part 103 machine that can go from flying to ready to roll into a trailer in six minutes, by a single person. We saw and videoed them doing precisely that. It's an amazing construction that, like their Revo, seems to leave no detail unconsidered. I look forward to tell you more about Rev, a surprisingly complete machine with a modest and affordable starting price of only $17,900; in typical Evolution Trike style, they allow you plenty of options as you may wish. Thinking of highly detailed aircraft for modest prices, we also looked at and videoed the Fly Hard SkyCycle (earlier video) showing the most stunning paint job I saw any where on the grounds of Sun 'n Fun. Mike Theeke's SkyCycle on display was an out-and-out effort to win — get this! — his ninth award in as many years at the show. What do you do when you've already won eight awards in eight years? Well, you're seeing it in the nearby photo and this machine is also Part 103 and costs less than you might think ... although not with the 15-layer-deep airbrushed paint job. You see the nose cowl where the quality was easiest to photograph, but the same treatment was executed on the wheelpants, engine parts, and even the BRS parachute canister. Combined with metal-flake finish on the wingstruts, the appearance was nothing short of stunning. On the opposite end of Part 103 in light aviation, here come the Light GA or LSA 4.0 airplanes, four seaters from LSA producers that are building like an ocean wave. In between, we see continued strength in Light-Sport Aircraft and you will read more about some of these in the days ahead and watch for new videos in the weeks ahead. Despite a still-recovering world economy, some years after the recession supposedly ended, global light aviation is doing remarkably well, in my opinion. I follow the light aircraft industry as closely as I can and I see it as healthy and vibrant though more sales and less interference would both be welcome. A brief explanation ... Some readers sent email asking why — after we spoiled you with daily articles before and during Aero — our reporting seemed to stop. It's a reasonable question. The main culprit was the back-to-back scheduling of two major airshows, one in Germany and one in Florida. I simply ran out of time to collect and organize photos, then sit and write articles. I wish the two events would have cut us a bit more slack but so it goes. The second reason is our attention to video shooting at Sun 'n Fun plus several meetings with FAA. Videos now form one of our most important content types and we were in constant motion at Sun 'n Fun shooting 30 or more fresh videos that you'll be seeing shortly. Every remaining minute was full working on behalf of the light aircraft industry and at the end of 14-hour days, I had no energy to also write and post. The good news ... I'm back at my desk and will crank out articles as quickly as possible. THANKS for your loyal readership (and viewership)!

Part 103 ultralight activity was not the news I expected to report from Sun ‘n Fun 2015, certainly not as my first report. After an intense week shooting video interviews at Sun ‘n Fun 2015, I am impressed to report that Part 103 is much more than alive and well. For those that may have missed this unique category, Part 103 ultralight vehicles (FAA’s deliberate wording) are single seat flying machines of varying description that need no medical, not even a pilot license, no N-number registration, and can be sold ready-to-fly. The entire FAA regulation for them can be printed on the front and back of a single piece of paper. Adding to the charm of rarely having to interact with a government agency in order to have some fun in your airplane are a couple similar efforts in Europe. Germany has its 120-kilogram class (264 pounds) and England has its SSDR category (Single Seat De Regulated).

Bulldog Autogyro Revives a Rich, Stylish History

By Dan Johnson || 2 Comments (Edit)

Update 4/29/15 — See our just-posted video interview with Bulldog Autogyro developer Barry Jones for even more information about this airplane that has captured so much attention. In the eleven magical halls of Aero, airplanes are packed into every nook and cranny. Because of the focus of ByDanJohnson.com, most of my time was spent in the "B" halls where B-1 through B-4 are exclusively the realm of light aircraft ... a few kits but primarily ready-to-fly aircraft in a variety of descriptions. These include fixed wings and amphibians, gyrocopters, weight shift trikes, and even a few drones plus all manner of components like props, wheels, emergency parachutes, and more. About the only categories missing from the LSA segment of aviation are powered parachutes or airships. A few light aircraft are located in the "A" halls, partly due to available space being taken in the "B" halls and possibly as those vendors prefer to be on the GA side of the event. Most of the avionics, headset, and traditional aircraft companies are in the "A" side and some light aircraft manufacturers may see those buyers as their primary market. This is especially true for more costly aircraft or those that exceed the U.S. LSA category by virtue of having retractable landing gear and in-flight adjustable props. To cover everything in the light space I made my way around all the halls. Via numerous conversations I was encouraged to visit the exhibit of a radial-engined autogyro. I had my doubts because this seemed outside my usual focus and interest. However, once I came upon Bulldog Autogyro's distinctive and artful display, I realized this was an attraction that easily drew the eye. Perhaps you will find it as fascinating as did I. Let's clarify. This is not Auto Gyro, the largest producer of modern gyroplanes. Neither is Bulldog a conventional gyroplane. It is an autogyro, meaning the classic taildragging, engine-in-front, more conventional airplane-looking, rotary-winged aircraft. One of the most well-known autogyros is the Pitcairn, a version that uses stubby conventional wings in addition to rotor blades. Bulldog further breaks the mold using no fixed wings. Why pursue such a project in a age when we have many handsome gyroplanes? A proud Brit', developer and company leader Barry Jones (seen in top photo) expressed his original goal, "For those that wish to own an aircraft of magnificent beauty, our Bulldog Autogyro pays homage to decades of British aircraft design and the iconic elegance of yesteryear." A very interesting and well-spoken fellow, Barry is a longtime military helicopter pilot who is well aware of modern gyroplanes but saw a niche and a way to show his pride in the rich tradition of British aviation. After leaving the military, he sought to pursue his dream and has done so with a panache and style not commonly seen in aviation. He chose a big round engine mounted in front of a sleek composite fuselage with a fashionable interior ending in an arcing rotor mast. Why create such a graceful curved mast? Is it yet another feature to distinguish this unique aircraft. Yes and no. No, in that it is not just art, though it has that quality. Yes, in that it has real merit from a safety standpoint. Barry observed, "All helicopters and autogyros with tail sections to position a tail rotor or rudder to the rear of the aircraft can suffer from incidents when a rotor blade strikes the tail section. Through the Bulldog's design, we have been able to completely remove this threat to pilots." Barry Jones' concept is a machine one flies for the sheer joy of it. Going fast is not the objective, a reason he selected wide chord rotor blades among other design decisions. His mission to preserve an period of aviation history in a modernized aircraft should attract discerning buyers. I overheard some fellow journalists saying this was an airplane for classic car enthusiast types and that may be a fair characterization. Barry isn't expecting to make thousands of these but he is expecting to make an impression on his buyers. He certainly made an impression on me and many others that often crowded around the airplane. For a first build, Bulldog Autogyro as displayed at Aero 2015 looked terrific. Most prototypes are not so well finished. Barry has engaged several premium vendors such as a Formula I race car producer to help with the composite and a professional designer to create a fine vintage leather interior. Barry expects to fly the Bulldog Autogyro in July 2015, just about as EAA AirVenture Oshkosh is beginning. I promised to keep watching and after he has some flying footage we may combine some of those scenes with the video interview I shot with him at Aero. Watch for it. Radial Engine Specifications: Engine Manufacturer — Rotec Radial Engines Configuration — 9 Cylinder Four Stroke Radial Engine of 3600 cc displacement Rated Power — 150 horsepower @ 3600 rpm Recommended Fuel — 100LL Avgas or High Octane Mogas Fuel Consumption — 27 liters per hour or 7.13 gallons per hour Configuration — Air cooled (no radiator); Dual ignition with dual spark plugs

Update 4/29/15 — See our just-posted video interview with Bulldog Autogyro developer Barry Jones for even more information about this airplane that has captured so much attention. In the eleven magical halls of Aero, airplanes are packed into every nook and cranny. Because of the focus of ByDanJohnson.com, most of my time was spent in the “B” halls where B-1 through B-4 are exclusively the realm of light aircraft … a few kits but primarily ready-to-fly aircraft in a variety of descriptions. These include fixed wings and amphibians, gyrocopters, weight shift trikes, and even a few drones plus all manner of components like props, wheels, emergency parachutes, and more. About the only categories missing from the LSA segment of aviation are powered parachutes or airships. A few light aircraft are located in the “A” halls, partly due to available space being taken in the “B” halls and possibly as those vendors prefer to be on the GA side of the event.

Exciting Development Projects at Aero 2015

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Aero is such an interesting event for many reasons. Among the most significant of these are the large number of aircraft introductions or the newest development projects one discovers in the vast gymnasium-sized halls ... eleven of them in total. It can be hard to cover all the square meters, which although not as enormous as giant outdoor American shows, are nonetheless so packed with aircraft that one gets sensory overload before you've seen them all. The world premiere of BlackWing was such a project. Here is the first light aircraft I've seen from Sweden; others may exist but I'm not aware of them. This sleek speedster uses the ubiquitous Rotax 912 to achieve what they state as stunning speeds up to 400 kilometers per hour (250 mph or 217 knots) and this from only 100 horsepower! Of course, this won't work as a Light-Sport Aircraft but BlackWing is LSA in size and concept other than its blazing speed. She's lovely and steadily drew a crowd. Across the way — the convention center housing Aero is two rows of giant halls, an "A" and "B" side — was the equally speedy Swiss airplane called Risen. Later we hope to put up a video interview I did with developer and company chief Alberto Porto. Risen is also aimed at the European microlight market that allows qualities not permitted on a U.S. Light-Sport. As Alberto explained, designers must achieve a maximum stall speed while keeping weight within the 472.5 kilogram limit (1,040 pounds), which number includes an airframe parachute that nearly all have because they are required in Germany. Risen has the works all as standard equipment Alberto described: retractable gear, in-flight adjustable prop, power-opening canopy, a brilliant implementation of Fowler flaps that seem to extend forever, 48-inch-wide cockpit, three-screen Dynon SkyView, autopilot, all carbon fiber, emergency parachute, luxury interior, and I'm surely leaving something unsaid. Of course, you can expect to pay for all this, to the tune of about 200,000 euros. Yet if you want maxed out performance for the class, Risen maybe it. Pipistrel made its usual splash showing their WattsUp electric powered trainer model, now renamed Alpha Electro conforming to the naming convention used on their previously electric Taurus Electro motorglider. Alpha was introduced as their low-priced entry as we saw in the USA a few years back. Now, they've installed an electric motor and easily-removed batteries in the compartment that otherwise holds the Rotax 912 they use on most other models and on gasoline-powered Alphas. The Alpha Electro concept is that you fly basic flight training at or near the home field. It can make about an hour's flying on the batteries of today, but those cells can recharge in 45 minutes, plus a very wide prop aids regeneration of the batteries as you descend for landing with the now windmilling prop pushing charge back to the cells. Upon completing the training flight, a technician replaces one set of batteries with another and back up the airplane can go. Pricing is about 120,000 euros so flight schools may see merit to using electric power for instructional flights. On a video my journalist friend James Lawrence talks about his planned travel to check out this capability. Watch for it later. Alpha Electro is here now, but I found another electric airplane project that I was tempted to pass by as merely a concept that might go nowhere. However, it was simply too impressive so I spent some time talking with principal developer and current airline pilot, David De Ridder. He and his team have formed Green Tech to develop Ypselon. My visual fascination with the project stopped me, but it was David's reasonable, honest-sounding approach that drew me in fully. He's not blowing smoke about when this can happen, giving dates of 2017 and 2019 for finalized development and reaching the market. Like Alpha Electro, Ypselon is an electric pure play but unlike the Electro's training mission, Ypselon is aimed at the recreational user who wants a performer. Seating is tandem with even the aft seat occupant able to see down in front of the wing. Using electric power, a rear prop doesn't need a driveshaft as from a gas engine so the design can be incredibly clean. Though it will be some time before we see more, David says he has funding to proceed and as I've long maintained, the most exciting electric-powered aircraft are coming from the light end of aviation where they are possible today. I'll keep an eye on this one! Going even further into the fuzzy future, I discovered another "wow" project from ScaleWings. If that name sounds vaguely familiar to you it may be because you remember the mind-boggling FK-51 project reported earlier (video) that makes a highly authentic P-51 lookalike that can fit both European microlight or U.S. LSA categories. Indeed, Hansen Air Group is awaiting their own FK-51; it won't be available by Sun 'n Fun, but look for it at Oshkosh and prepare to spend serious time looking over this amazing production. Since that aircraft is coming to reality, the flying car project the ScaleWings designer showed at Aero caught my attention. One problem I have with most roadable aircraft is that they must leave their folded wings still exposed to road rash while in auto mode. That worries many folks so when I saw the ScaleWings SW91 Aeros project I got it. This surprising project employs six rotors four of which pivot back inside the car body for road use, thus no wings are exposed to that dump truck with its load of rocks. It seems pretty far out and may never get to market but the idea is certainly intriguing. Back down to Earth comes the final form of Beringer's Anti-Ground Loop tailwheel concept. I've written about this earlier and it is a superbly simple way for a pilot to avoid the dreaded situation of the tail wanting to get sideways during landing (if you do not keep the rudder moving to hold the taildragger straight enough). The idea was correct before but now the company — celebrating its 30th anniversary this year — displayed the final version in two sizes. I shot a video with Beringer front person Claire Beringer at Aero and we'll hope to get that up in the future, but the final iteration is even more elegant than the original solution. They've now completed their typically gorgeous hardware to make the tailwheel a cantilevered construction (photo). This company has made inroads throughout the aviation spectrum from LSA to Cirrus and beyond. If you love the idea of taildragger flying but feared the ground looping potential, Beringer's AGL Tail Wheel can relieve your concern while yet preserving the ability to pivot around within a wingspan, through a cockpit control that unlocks the tailwheel for full swiveling but holding it to a small motion for takeoff and landing. Good job, Beringer!

Aero is such an interesting event for many reasons. Among the most significant of these are the large number of aircraft introductions or the newest development projects one discovers in the vast gymnasium-sized halls … eleven of them in total. It can be hard to cover all the square meters, which although not as enormous as giant outdoor American shows, are nonetheless so packed with aircraft that one gets sensory overload before you’ve seen them all. The world premiere of BlackWing was such a project. Here is the first light aircraft I’ve seen from Sweden; others may exist but I’m not aware of them. This sleek speedster uses the ubiquitous Rotax 912 to achieve what they state as stunning speeds up to 400 kilometers per hour (250 mph or 217 knots) and this from only 100 horsepower! Of course, this won’t work as a Light-Sport Aircraft but BlackWing is LSA in size and concept other than its blazing speed.

First Flight of Flight Design’s Four Seat C4

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all photos and video courtesy of Flight Design

Aero 2015 is open! The halls are full of shiny airplanes displayed with the usual European sense of style and panache. Visitors are backed up at the entry gates awaiting the official opening time. (We sneaky media journalists are allowed in earlier to get photos and begin interviews with vendors.) It is a great event, for Europe and for aviation. I already have some airplanes in mind for reporting, both brand-new designs and the sort you never see in the USA. I will aim to prepare coverage of some of them and report as soon as time permits. Yet first, I want to talk about a project that is equally exciting. I refer to the Flight Design project aimed at the general aviation world, that is, of airplanes with more seats than allowed in the LSA space ... in addition to more speed, more weight, and other capabilities. I have mentioned the C4 but in this article I have more for you. As noted in earlier articles, although C4 is not a Light-Sport or light kit, it is created by a company that earned built its brand in the LSA space so I consider it relevant for ByDanJohnson.com readers. It's also expected to be (relatively) affordable, so it fits that way as well. On April 9th, Flight Design flew their C4 that has been in development since 2008. After a period of discussions, preliminary engineering studies, and the beginning of CAD work to create this new machine, C4 began to take shape in about 2011. While the company once thought it could fly in 2014, they got involved with a "safety box" project (basically, "crush zone" engineering for airplanes as we've seen in automobiles for years) and this worthy diversion swallowed some of the time intended to put C4 in the air. The company backed up and took another run, more recently promising to get airborne before the Aero 2015 show ... and they achieved their goal, with about four days to spare. "C4 really performed as expected," reported Tom Peghiny, President of Flight Design USA, importer of the German company's products and test flight director for the C4 development. For the 55-minute flight, Peghiny flew alongside the C4 non-conforming prototype in a Cessna 172 chase plane. "It appeared and test pilot Damian Hischier confirmed that the C4 is stable about all axes." Hischier also reported, "The spiral stability of C4 is good and its directional stability is good." While noting that engine operating temperatures were acceptable he acknowledged that further work may be necessary for operations in the hottest climates. "But don't change a thing aerodynamically," Hischier said supportively. Engine temperatures will be remedied primarily with cowl changes focused on cooling, yet Flight Design is pleased with the Continental IO-360-AF engine that performed very well. "Flight Design engineers can work on reducing some friction in the controls," Hischier noted, "but leave the rest alone." Most prototype airplanes go through refinements after the initial flight verifications even while most of the group working to achieve the first flight were pleased that the new airplane performed so well. "We observed the C4 accelerate away from the C-172 chase plane during simulated approaches to landing and in simulated go-arounds," commented Peghiny, observing from the Cessna. "I could also see that during the 30 degree bank turns the test pilot needed no control correction and he reported that pitch forces were light," added Peghiny. "The plane appeared to be on rails, it looked very stable. Damian said he was comfortable getting close to us for the photos and videos shot during the maiden flight." On board avionics are supplied by Garmin with the G3X Touch augmented with TSO analog instruments. Garmin has become a vital partner to Flight Design as C4 moves forward. "Very few first flights proceed through the entire test card," explained flight director Peghiny. "Yet we completed all of the points permitted under the EASA-established Flight Conditions as specified in our initial Permit to Fly authorization." Flight Design C4 First Flight Preliminary Data & Impressions: Fight Configuration — Flaps set at 10 degrees for entire flight and speed limited to 105 knots Maneuvers Performed — Max 30 degrees bank; approach to stalls, power off; approach to landing with go-arounds Observed Flight Qualities, Stability — Good directional and spiral stability Observed Flight Qualities, Handling — Good overall harmony and characteristics Observed Flight Qualities, Other — Easy to takeoff and land; low noise; engine temps acceptable General Performance — Very good compared to Cessna 172, even with 10 degrees flaps In this short (80-second) video you can see a few scenes from C4's first flight, compliments of Flight Design and shot by Tom Peghiny:

Aero 2015 is open! The halls are full of shiny airplanes displayed with the usual European sense of style and panache. Visitors are backed up at the entry gates awaiting the official opening time. (We sneaky media journalists are allowed in earlier to get photos and begin interviews with vendors.) It is a great event, for Europe and for aviation. I already have some airplanes in mind for reporting, both brand-new designs and the sort you never see in the USA. I will aim to prepare coverage of some of them and report as soon as time permits. Yet first, I want to talk about a project that is equally exciting. I refer to the Flight Design project aimed at the general aviation world, that is, of airplanes with more seats than allowed in the LSA space … in addition to more speed, more weight, and other capabilities.

First Glimpses of Aero’s Interesting Aircraft

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Though looking rather lonely in a nearly-empty immense hall — one of several at Aero — the Van's Aircraft display appears all ready, days before opening.

The great halls of Aero are beginning to be populated with aircraft, even as most of the gymnasium-sized spaces remain significantly empty. It was only Monday and the show does not open until Wednesday, so with common airshow nonchalance ... "Oh, plenty of time remains." After being an airshow regular for more years than I care to count — several decades' worth — the situation is par for the course. Even the night before a show opens, the exhibit area appears in a state of pandemonium. Year after year, I can see no way it could all come together in time for the first day when the entry gates are unlocked, yet when the sun rises on opening day, sure enough, nearly everything seems in place, people are streaming in, vendors are dressed in airshow logowear and are ready to talk airplanes or flying gear. It never ceases to amaze me. So, with a whole two days yet remaining, Aero's nearly empty halls are not a major surprise. Airplanes will be trailered or hand towed into position, displays will be finished, literature will be set out for the taking (at least for those that haven't gone virtual with electronic-only "hand-outs," as is becoming increasingly common), the protected plastic sheeting will be removed from the carpets, and visitors will never know the chaos that reigned only hours before. The magic of airshows is about to begin again. The following photos were taken of airplanes already in position. Their show mates will soon surround them but for a Monday, these images grabbed my attention either for their distinctive features or their eye-catching paint jobs. Enjoy! One final component of the pre-airshow rush are those airplanes that are latter stages of development, some completed barely enough to be made ready for display to show futuristic concepts and others nearer to production as defined by their maiden voyage aloft. One of the latter was the Flight Design four seat, to-be-certified C4 (see bottom photo) ... from the company that still leads the fleet with more LSA flying than any other producer (their CT series). Posing proudly for my camera in their casual set-up garb, later to be replaced with business suits and such, the Flight Design team was carefully positioning their non-conforming prototype C4 that had just taken its first flight a few days before following years of planning, fabrication, assembly, and careful preflighting. This is no mockup; it is the real flying machine. I'll have more about this and other developments as the show blossoms into mature airshow stage with immense hall after hall full of airplanes and flight hardware and software of every description. Aero is one of Europe's largest aviation events and always finds a way to be interesting and relevant. I am sure 2015 will prove to be no different but the only way you will know is to attend or click back for more details day after day.

The great halls of Aero are beginning to be populated with aircraft, even as most of the gymnasium-sized spaces remain significantly empty. It was only Monday and the show does not open until Wednesday, so with common airshow nonchalance … “Oh, plenty of time remains.” After being an airshow regular for more years than I care to count — several decades’ worth — the situation is par for the course. Even the night before a show opens, the exhibit area appears in a state of pandemonium. Year after year, I can see no way it could all come together in time for the first day when the entry gates are unlocked, yet when the sun rises on opening day, sure enough, nearly everything seems in place, people are streaming in, vendors are dressed in airshow logowear and are ready to talk airplanes or flying gear. It never ceases to amaze me.

Atol LSA Seaplane Makes Maiden Flight

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First flight for the renewed and upgraded Atol LSA seaplane! all photos courtesy Atol Avion

Earlier Atol completed its water testing without taking flight.

Preparing for flight at dawn near the Arctic Circle.

Packed in the Atol Mobile Hangar, the team begins the drive to the Aero show in southern Germany.

"This was my best birthday present. All went well with no surprises," reported an excited Anssi Rekual, sales manager and front man for the Finland-based builder of the LSA seaplane called Atol. An airline pilot today, Anssi added, "I have only one year to go with Finnair and then I can focus fully on Atol." The head of design and company CEO, Markku Koivurova flew for 26 minutes and reported that aircraft was easy and convenient to fly and everything worked normally. Approach to stall and slow flight characteristics were tested on Atol registered in Finland as OH-XNA followed by a perfect landing. Markku flew at Rovaniemi international airport (EFRO) at the Arctic Circle. Speaking on behalf of the Atol team, Anssi was relating news that the reborn Atol took its maiden flight on Tuesday, April 9, 2015, just in time for the company to have significant bragging rights at the German Aero Friedrichshafen show set to open in two more days. I am already present at the convention hall attending ASTM meetings that occur before the show opens. Congratulations to Anssi and his team from Atol Aviation, Ltd.! I use the term "reborn" because Atol is not a new design, unlike several other exiting new LSA seaplanes in various stages of development. In 1984, designer Markku Koivurova started development of Atol, then a wood composite amphibious aircraft. The original model's first flight happened 27 years ago in August of 1988 in Rovaniemi, Finland. The first flight on water was achieved a few months later off nearby Lake Norvajärvi on October 20th. Martekno Finland, Ltd., began production of the original model in 1990 and the first deliveries were made in 1991. Leap forward twenty years to 2011, Atol AvionAtol Avion, Ltd., was established. Anssi explained, "I contacted Markku then and talked him into restarting the business. It took four years to complete the design changes, build a prototype and redo all drawings after completing fresh calculations needed for certificates." He explained that Atol Avion is a small group with modest funding. "We have on average three hired staff and mostly just our own savings to use." The refreshed group began building a new prototype with a longer fuselage and numerous other changes. "The manufacturing technology of the structure and systems and the level of aircraft finish has been further improved," Anssi related. "Design of the engine cowling and fuselage extension has been refined. The nose, canopy and upper fuselage are redesigned for optimal aerodynamics and to reduce twirling in the tail." Admirably, and despite all the recent changes made to the refreshed design, Atol Avion promised to continue to support Atol aircraft manufactured by the first Martekno organization. That pioneering Atol model was and is sold in Europe as a ultralight or microlight kit with a gross weight of 495 kilograms or 1,090 pounds. Now conforming to the ASTM standards using the 1,430 pound (650 kg) weight for seaplanes, Anssi said, "Our Atol 650 LSA is converted from Markku's original by extending the fuselage by a meter and redesigning cockpit area and engine installation. Basic material is still wood composite but fibers, including carbon fiber, has been used also and all details have been updated." Find a full description and specifications for the revised and upgraded Atol here. Atol Avion reports that they have also sold three planes and will deliver those to clients this summer. "We have also confirmed a financial program that enables us to now totally focus on assembly," Anssi wrote. Tapping into modern social media methods, he continued, "We are opening a crowdfunding process to finance our production, so all aviators and wannabes can buy a share or two of Atol Avion, Ltd." He said the company will add more about the fund raising effort on their homepage soon! Just in time for popular European show, Anssi communicated, "We got our first Atol Mobile Hangar trailer and are packing the aircraft in it and will soon begin our trip to Friedrichafen!" Ever the gentleman, Anssi asked to give credit where due. "Our technical office team is composed of two Bachelors of Science degree holders with majors in aeronautical engineering plus two students. They made huge progress with certifications and establishing connections with EASA, FAA and Trafi (Finnish aviation authorities). We have been lucky to also have a group of great aviators who have given their expertise and knowledge without compensation" He was quick to add, "Not to forget two great ladies, Sinikka Koivurova and Pia Rekula have backed us and allowed all late nights to be spent to finish Atol 650." Atol 650 is presently en route to Friedrichafen, Germany in the far south border of the country where visitors can see the freshly flown aircraft.

“This was my best birthday present. All went well with no surprises,” reported an excited Anssi Rekual, sales manager and front man for the Finland-based builder of the LSA seaplane called Atol. An airline pilot today, Anssi added, “I have only one year to go with Finnair and then I can focus fully on Atol.” The head of design and company CEO, Markku Koivurova flew for 26 minutes and reported that aircraft was easy and convenient to fly and everything worked normally. Approach to stall and slow flight characteristics were tested on Atol registered in Finland as OH-XNA followed by a perfect landing. Markku flew at Rovaniemi international airport (EFRO) at the Arctic Circle. Speaking on behalf of the Atol team, Anssi was relating news that the reborn Atol took its maiden flight on Tuesday, April 9, 2015, just in time for the company to have significant bragging rights at the German Aero Friedrichshafen show set to open in two more days.

Dynon’s “Pocket” EFIS Now Has a Lower Price

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If you love Light-Sport Aircraft or light kit aircraft, odds are you love Dynon Avionics. This company, almost single-handedly, changed the game of glass cockpits for airplanes that cost a a fraction of most new general aviation aircraft. The company has acted like a Silicon Valley tech company meaning that it moves at Internet speed. Other avionics companies have been challenged to keep up with the Dynon dynamo. Based in Woodinville, Washington, Dynon Avionics began business in January of 2000 with the development of the D10 EFIS, which began shipping in March 2003 to a warm reception. One of the cool early installations of a D10 system was on the Space Ship One, the first private aircraft to reach outer space. The company was founded John Torode, a former tech executive and a pilot who keeps a couple seaplanes docked in front of his home on Lake Washington. As so often happens in the field of electronics, Dynon's nifty little "pocket" EFIS, has taken a price tumble. Better stuff; lower price ... what's not to keep loving about Dynon? Officially name D2 Pocket Panel Portable EFIS, the wee — one inch thick by three and a half inch — mini-glass panel comes with WiFi and a G-meter. List price drops to $1,095 from $1,495, a 27% discount that will allow more pilots to, as Dynon put it, "add a modern, affordable backup safety device to supplement their often unreliable legacy certified instrumentation." "D2 is the only self-contained attitude indicator that is truly portable," said Michael Schofield, Dynon's marketing manager. D2 features the same AHRS (attitude heading reference system) system as their larger-screen Dynon SkyView EFIS used in so many LSA and kit aircraft. "An internal receiver provides GPS ground speed, altitude, vertical speed, and ground track," Mike said, and "a G-meter display page shows a graphical round dial with the current G-load factor indicated by a needle." D2 also records and displays the minimum and maximum Gs since being reset by the pilot. Here's another interesting feature of this tiny gizmo: D2's WiFi delivers attitude, ground speed, altitude, Gs, and ground track to iPads and Android tablets, all in real time. Apps such as WingX Pro7, Seattle Avionics FlyQ, iHUD Remote, and Air Navigation Pro can show such info on compatible devices, according to Dynon. Installing D2 demands no tools, important for operators of Type Certified GA aircraft that cannot bolt stuff on without FAA approval. Stick it to a window by suction cup or clamp it into a vacant panel hole formerly occupied by an analog dial. D2 has an internal, rechargeable lithium-ion battery lasting 4-8 hours in typical use, the company said. For those with the glorious SkyView panel-mount glass in one of two sizes, Dynon said a SkyView 12.2 software update will release in late April. The upgraded software will include fresh code for SkyView's SV-XPNDR-261 transponder, adding support for the ADS-B+ data format required to use the Garmin GTN and GNS (WAAS versions) IFR navigators as a GPS position source for FAA 2020 ADS-B mandate compliance credit.

If you love Light-Sport Aircraft or light kit aircraft, odds are you love Dynon Avionics. This company, almost single-handedly, changed the game of glass cockpits for airplanes that cost a a fraction of most new general aviation aircraft. The company has acted like a Silicon Valley tech company meaning that it moves at Internet speed. Other avionics companies have been challenged to keep up with the Dynon dynamo. Based in Woodinville, Washington, Dynon Avionics began business in January of 2000 with the development of the D10 EFIS, which began shipping in March 2003 to a warm reception. One of the cool early installations of a D10 system was on the Space Ship One, the first private aircraft to reach outer space. The company was founded John Torode, a former tech executive and a pilot who keeps a couple seaplanes docked in front of his home on Lake Washington.

Spy Cam’ Catches Flight Design C4 in Taxi Test

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Flight Design's nearly-ready-for-flight four seat C4 seen in taxi testing.

AeroJones President Jones Chen (L) shown with Flight Design GmbH CEO, Matthias Betsch (C) and Flight Design USA President, Tom Peghiny (R).

We are heading into a weekend with a couple wonderful airshows immediately ahead. The dry spell since Sebring is over and Aero Friedrichshafen in Germany starts next week — preceded by meetings of the ASTM committee that writes the LSA standards. A couple days after Aero ends, Sun 'n Fun starts. Whew! This is a tight schedule but what could be more enjoyable than going to airshows and finding lots of new airplanes about which to write and shoot new videos. I hope you'll click back regularly to see the latest. Meanwhile I have some fun bits of news to report here. Perhaps the best is that we obtained "spy photos" of Flight Design taxi testing their C4 in anticipating of their first flight (more below). Plus, Van's Aircraft, the world's largest producer of kit aircraft, set a new record. Let's get started. Flight Design has been at work on their four seater C4 for several years and it is finally nearing conclusion. We expect to have news of the first flight very soon. The aircraft is a spacious four seater with three doors, the aft of which was planned to be a rear-hinging door. Sometimes called a "coach door" the configuration should make for much easier entry to the rear seat, however, for safety the aft door cannot be opened without opening the front door. Performance is expected to substantially exceed a Cessna 172 while using less fuel and selling for $150,000 less than a new Skyhawk. C4 is powered by Continental Motor's newly certified IO-360-AF, and alternative fuel engine. Flight Design was recently in the news for their new factory in China that is currently preparing to build CTLS Light-Sport Aircraft. They are currently working with the CAAC (China's FAA) to obtain what is called Type Design Approval (TDA). "Now that AeroJones has completed building four prototypes culminating in a fully conforming article, they can begin the effort for serial production," explained Christian Wenger, a director of Flight Design in Germany. He added, "AeroJones's manufacturing work builds on an organization foundation by Daniel Guenther and Andrey Yavniy of Flight Design. "Andrey was the man who doubled Ukraine production [of CT LSA] during 2005 to 2007 with more than 250 aircraft delivered in 2007." "AeroJones parent company GSEO, based in Taiwan, has worked in China for 20 years building high-tech optical products," said Flight Design CEO Matthias Betsch. "GSEO customers are known as very demanding buyers who go to great lengths to assure vendors match design quality. GSEO President Jones Chen brought his experience and his passion for aviation into AeroJones." "In cooperation with the province of Jiangsu, AeroJones is breaking ground on a 250,000 square foot, brand-new production facility based in Changzhou," added Betsch. AeroJones will produce airframes for the Light-Sport CTLS as well as Flight Design's four seat C4. Now, for something completely different ... Just today Van's Aircraft reported a first-flight report from Mr. Thomas Damm, of Billund, Denmark. "Thomas' RV-8 became the 9,000th RV kit to be completed and flown by a customer," exclaimed Van's. "Mr. Damm bought the barely-started kit from a close friend and completed it over a span of nine years." Thomas flies airlines for Scandinavian SAS and made his first flight on April 8, 2015. "On the first flight I saw 170 knots at 5,000 feet at [less than full power]. You guys produce great airplane kits," Tom wrote to Van's Aircraft. The folks in Van's Aircraft's engineering department, obviously very pleased by reaching this benchmark, assembled a few of what they called "thought pictures." They noted that assuming an average wingspan of 27 feet with no gaps, 9,000 RV aircraft parked wingtip to wingtip would form a line of aircraft 46 miles long ... and, a rectangular grid of airplanes would be roughly 2,788 feet by 2,362 feet that, with a couple inches of space between wingtips, would cover about 151 acres ... and, assuming an average of 180 horsepower per RV, the total fleet of 9,000 aircraft would generate 1,620,000 horsepower. That should power you through the weekend. BREAKING NEWS! — On April 9th, Flight Design successfully flew their C4 in a 40-minute initial flight that reportedly went very well, with the C4 at reduced throttle outrunning a Cessna 172 chase plane at full throttle. I'll have more as soon as the company releases it. Congratulations to the whole Flight Design team!

We are heading into a weekend with a couple wonderful airshows immediately ahead. The dry spell since Sebring is over and Aero Friedrichshafen in Germany starts next week — preceded by meetings of the ASTM committee that writes the LSA standards. A couple days after Aero ends, Sun ‘n Fun starts. Whew! This is a tight schedule but what could be more enjoyable than going to airshows and finding lots of new airplanes about which to write and shoot new videos. I hope you’ll click back regularly to see the latest. Meanwhile I have some fun bits of news to report here. Perhaps the best is that we obtained “spy photos” of Flight Design taxi testing their C4 in anticipating of their first flight (more below). Plus, Van’s Aircraft, the world’s largest producer of kit aircraft, set a new record. Let’s get started. Flight Design has been at work on their four seater C4 for several years and it is finally nearing conclusion.

Glasair’s Merlin LSA Takes First Flight

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Pictured L-R: Jarrett Speith, Coby Young, Ted Setzer, Chuck Hautamaki, and Harol Rosales. all photos courtesy Glasair Aviation

What an amazing day! I heard of — count 'em — no less than three first flights. I don't ever recall getting that kind of news in such a batch, but hooray! More airplanes to report on and more for customers to consider for their flying enjoyment. First up is the Glasair Merlin. I looked at the mockup of this new design at AirVenture 2014 (see video) and now she's flying. Glasair Aviation announced that their new Light-Sport Aircraft entry named Merlin "took its first flight through the skies above Arlington Municipal Airport Tuesday, April 7, 2015." After many months of development work, the company put the new two seater through a regimen of preflight validation testing that included engine run-up, high-speed taxi, and ground roll lift off. Having completed this important set of tasks the team at Glasair watched as Merlin departed the surface with test pilot Grant Smith at the controls. Merlin's first flight lasted 57 minutes. Grant put the plane through a full test flight profile covering engine reliability, flight control characteristic exploration and conducting standard flight maneuvers. "While nothing can replace the sheer wonder of witnessing the birth of a child, the introduction and maiden flight of a new airplane design is a close second," said Glasair Development Manager Ted Setzer. Also observing Merlin's first flight was Glasair Aviation engineer, Chuck Hautamaki, and the Glasair Aviation team (photo). "Flight testing will continue throughout the coming weeks," the company said. Merlin is a composite high-wing, tricycle gear aircraft designed to gain FAA acceptance based upon ASTM standards. Using a Rotax 912iS engine with Dynon's Skyview glass-panel avionics, Glasair designed Merlin to adapt an optional BRS parachute system. The SLSA will also be the company's first FAA-approved aircraft; it does not require kit assembly as do all other Glasair designs. "Our goal was to design an LSA with exceptional flying characteristics, performance, great visibility, aesthetically pleasing lines with easy access," said Chuck Hautamaki. Merlin's cockpit is a 45 inches wide with side-by-side seating. As I saw in the mockup visibility forward and to the side is very good. "Merlin has one of the largest windshields in the entire LSA fleet," said Glasair. "Merlin LSA fits perfectly into our product line, rounding out a rich history of successful product launches that started in 1980 with the revolutionary Glasair," said Ted Setzer. More recently, Glasair has brought Sportsman and Sportsman Diesel to join the original Glasair speedster. The company was founded in 1979 as Stoddard-Hamilton Aircraft and has been a world leader in kit-plane manufacturing for 35 years. The company was acquired in 2012 by Hanxing Group based in Jilin City, Jilin Province, China. Congratulations to Glasair's whole team for getting Merlin airborne in a few months of work since we saw her first debuted as a mockup at Oshkosh last year. Readers will want to return soon as I report two more important first flights. I bet you can't guess what they are but you will know very soon.

What an amazing day! I heard of — count ’em — no less than three first flights. I don’t ever recall getting that kind of news in such a batch, but hooray! More airplanes to report on and more for customers to consider for their flying enjoyment. First up is the Glasair Merlin. I looked at the mockup of this new design at AirVenture 2014 (see video) and now she’s flying. Glasair Aviation announced that their new Light-Sport Aircraft entry named Merlin “took its first flight through the skies above Arlington Municipal Airport Tuesday, April 7, 2015.” After many months of development work, the company put the new two seater through a regimen of preflight validation testing that included engine run-up, high-speed taxi, and ground roll lift off. Having completed this important set of tasks the team at Glasair watched as Merlin departed the surface with test pilot Grant Smith at the controls.

eAirplanes at Aero 2015 Plus Major Motor News

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With Aero mere days away now, excitement is growing for the electric aircraft event-within-the-event. Visitors can tour around the entry foyer hall where the e-flight-expo will be located. This year offers a few highlights, provided to me from my publisher friend Willi Tacke in Germany. One aircraft not many Europeans and even fewer Americans have seen is the Chinese RX1E made by the Liaoning Ruixiang General Aircraft Manufacturing Company. An electric motorglider, RX1E earned its CAAC Type Design Approval (TDA) earlier this year using ASTM standards (article). Willi reported, "The Chinese team lead by chief developer Professor Dr. Yang Fengtian is now seeking certification in other countries such as Germany or France. Some companies will not be attending not because their projects have stopped but because they are at critical junctions. Among those missing will be the Volocopter from e-Volo nor any man-carrying aircraft display by Yuneec — which last year showed their eSpyder that had just won German approval. However, the company will be present with their drone/UAV models and their electric powered skateboards, the latter seen at AirVenture 2013. Martin Stepanek from the Czech company Phoenix will show his electric powered Phoenix motorglider. This lovely aircraft has been sold successfully in the USA by Jim Lee but we have not seen the electric version on this side of the Atlantic. Fortunately, you can catch our video on it. Willi wrote, "A newcomer at the e-flight-expo is Chip Erwin from Florida. His company Aeromarine-LSA has developed a new light electric drive with a new brushless motor. He uses this device to power the Italian tube and fabric ultralight, Zigolo." Chip told Willi that his new motor weigh 6 kilos (13 pounds) and has up to 30 kW (40 horsepower). That ought to make this super lightweight aircraft perform amazingly well. "The global market leader of gyrocopters, AutoGyro, will show, like last year, its joint venture with Bosch General Aviation," reported Willi. "This project is supported by the EU and shall research if and how e-motorization will be possible for gyros with their higher need of power compared to fixed wing planes." Bosch is adapting components for aviation that were previously used in automobiles. See our AutoGyro Video Pilot Report here. The biggest news in this category is the aviation market entry by a megacorporation, Siemens (2014 revenue: $98 billion). "Siemens is choosing a different way to enter, compared to Bosch," wrote Willi. "In 2011 Siemens started a program to become a supplier of motors, because the company is confident of a future market for hybrid electric motor devices for planes with two to 100 seats. A Siemens division based in Erlangen, Germany has been working with miscellaneous aviation manufacturers of general aviation aircraft and airliners, for example such companies as Pipistrel and Boeing." At Aero, Siemens will show a much more powerful electric motor. The company has been testing a 261 kW or 255 continuous horsepower motor that weighs only 50 kilograms (110 pounds). "We will put this motor in the air this year," promised Frank Anton, who is head of aviation development at Siemens and is also responsible for other electric drive systems especially for railways. Siemens is focused not only on the motor but on the full propulsion system: motor, hybrid combustion motor, generator, batteries, and the controls. Aero has become known to many of us who make the annual pilgrimage as a place where you can find interesting ideas that are not commonly seen at American airshows. The e-flight-expo will be a key element of this but I will attempt to keep readers aware of other interesting developments. Join me as I report from Aero 2015 next week.

With Aero mere days away now, excitement is growing for the electric aircraft event-within-the-event. Visitors can tour around the entry foyer hall where the e-flight-expo will be located. This year offers a few highlights, provided to me from my publisher friend Willi Tacke in Germany. One aircraft not many Europeans and even fewer Americans have seen is the Chinese RX1E made by the Liaoning Ruixiang General Aircraft Manufacturing Company. An electric motorglider, RX1E earned its CAAC Type Design Approval (TDA) earlier this year using ASTM standards (article). Willi reported, “The Chinese team lead by chief developer Professor Dr. Yang Fengtian is now seeking certification in other countries such as Germany or France. Some companies will not be attending not because their projects have stopped but because they are at critical junctions. Among those missing will be the Volocopter from e-Volo nor any man-carrying aircraft display by Yuneec — which last year showed their eSpyder that had just won German approval.

Get Ready for 2010 … the Plane (not the Year)

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Tecnam has become widely known for its extensive fleet of Light-Sport Aircraft designs (meeting ASTM standards) and for their popular twin-Rotax 912 Twin model (using traditional certification). At Sun 'n Fun 2015, visitors can expect to lay eyes on the P2010 or as Tecnam usually calls it, "P Twenty Ten." I have told you that ByDanJohnson.com expects to cover Light GA Aircraft — or LSA 4.0, as my journalist pal Marino Boric christened them — in addition to our on-going coverage of Light-Sport Aircraft, light kit-built aircraft, and ultralights including microlights and electric-powered aircraft. You can hardly miss the theme: "light" aircraft but the coverage is meant to be of affordable aircraft brands this website often covers — and is supported by — including all American and international producers of LSA. As you look at the photos in this article and compare them with the P2008 (bottom photo), you see the resemblance clearly. One evolved from the other. "P" refers to Pascale, specifically Professor Luigi Pascale, the 90-year-old designer of all Tecnam aircraft, a diminutive but impressive man who I am told still does the test flying of his latest and greatest. His output is marvelous. Today, Tecnam announced that the company will celebrate the first anniversary of its North American facility in Sebring, Florida with the "U.S. debut and special pricing for the P Twenty-Ten, Lycoming IO-360 powered, four-seat aircraft at Sun 'n Fun 2015." A year ago, at Sun 'n Fun 2014, Tecnam announced establishing a center in a 21,000 square foot hangar and offices at the home airport to the Sebring Affordable Aircraft Expo, the new moniker for what most of us still call the Sebring LSA Expo. "Tecnam's facility serves as showroom, training center, maintenance center, spare parts warehouse and support for the North American sales and service centers," the company said. At their space at Sun 'n Fun, expect to see P2010, the Twin, and several Tecnam LSA including the high wing P2008 (photo below) and low-wing Astore (video). Another Tecnam will be on display in the LSA Mall in Paradise City. "P Twenty-Ten is an all-new IFR high wing aircraft that uses a carbon fiber fuselage with a metal wing," Tecnam said. Deliveries have already begun to customers in Europe under an EASA standard type certificate. "The combination of carbon fiber and metal allows for an expansive cabin with three large entry doors without sacrificing the flight qualities of a metal wing." Some ready customers can take advantage of a special offer to order the Garmin G1000-equipped aircraft at substantial savings. List price for the P2010 is $379,500, but the first 10 customers to place an order at Sun 'n Fun will be eligible for a special Sebring-facility anniversary price of $345,000. Test pilot Peter Collins recently commented, "P Twenty-Ten was genuinely a real pleasure to fly and future owners will be inspired by the aircraft's combination of advanced avionics, very short field performance, exceptional useful load capability and excellent cross-country range." Tecnam's team, lead by Shannon Yeager, Director of Sales for Tecnam US, can be located at main aircraft display space MD-27 in Lakeland, FL during April 21 to 26, 2015. If you can't wait or want to get your name in line for one of the specially-price P2010s contact Tecnam US at 863-655-2400 or email Tecnam.

Tecnam has become widely known for its extensive fleet of Light-Sport Aircraft designs (meeting ASTM standards) and for their popular twin-Rotax 912 Twin model (using traditional certification). At Sun ‘n Fun 2015, visitors can expect to lay eyes on the P2010 or as Tecnam usually calls it, “P Twenty Ten.” I have told you that ByDanJohnson.com expects to cover Light GA Aircraft — or LSA 4.0, as my journalist pal Marino Boric christened them — in addition to our on-going coverage of Light-Sport Aircraft, light kit-built aircraft, and ultralights including microlights and electric-powered aircraft. You can hardly miss the theme: “light” aircraft but the coverage is meant to be of affordable aircraft brands this website often covers — and is supported by — including all American and international producers of LSA. As you look at the photos in this article and compare them with the P2008 (bottom photo), you see the resemblance clearly.

A Jet You Can Actually Afford!

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all images courtesy Sonex Aircraft

Be honest with yourself. You always wanted to fly a jet, didn't you? Having your very own jet to rocket around the sky would be so cool, right? C'mon ... who wouldn't love that? The trouble is affording one of the darn things and then paying through the nose to fuel and maintain it. Well, the good folks at Sonex Aircraft have long prided themselves on (and have achieved the goal of) offering modestly priced airplane kits that the rest of us can afford. How about a jet airpane (kit) for less than many ready-to-fly LSA? Yep, Sonex says "base price" is $130,000 and while that may still be a chunk of change for many, you have to admit it is reasonably affordable as jets go. Those of you planning to attend Sun 'n Fun 2015 — and I hope that is many of you! — will be able to check out SubSonex JXS-2 Personal Jet and you can catch its first-ever airshow act. You may have seen it fly at their home field of Oshkosh but you ain't seen nothin' yet! After being absent since 2006, Sonex Aircraft is returning to Sun 'n Fun with an official exhibitor presence at the 2015 event in Lakeland, Florida. Look for the company's distinctive yellow airplanes in the North East Exhibit area, booth NE-29 where they will have an AeroVee Turbo-powered Sonex Sport Acro along with SubSonex. The Wisconsin kit manufacturer also plans several forums including one for prospective SubSonex Personal Jet owners (on Friday, April 24th). Check this link for Sonex events plus their forums at Sun 'n Fun 2015. SubSonex JSX-2 is available as a kit aircraft and the company noted the first seven customer kits were delivered in early 2015, with production slots still open for delivery by year-end. The microjet aircraft is powered by the PBS TJ-100 engine, producing 247 pounds of thrust. It features a larger cockpit, larger instrument panel, fully retractable landing gear, a BRS whole airframe emergency parachute, higher fuel capacity in a rotationally molded cross-linked polyethylene fuel cell, easily removable wings, and a more sculpted and aesthetically pleasing nose section. Sonex announced that their SubSonex Air Show, flown by renowned performer Bob Carlton, will make its worldwide debut at the 2015 Sun 'n Fun show, saying that Bob is scheduled to perform on Tuesday, April 20th and Sunday, April 26th. The company said their SubSonex air show routine will feature maneuvers previously unheard of in a jet aerobatic routine. "The SubSonex microjet is capable of speeds of 300 mph," said Bob Carlton, "and can perform all the classic aerobatics, including maneuvers like tailslides, normally considered taboo in a jet. However, it's not just about high speed. With its incredibly wide speed range, the SubSonex can turn tight and stay close so that air show spectators aren't waiting for a turnaround." Sold only as a quick-build kit, SubSonex includes almost everything required to fly with the exception of avionics and paint. Available options for the JXS-2 include MGL Avionics' iEFIS touchscreen, a Mountain High oxygen system, Aveo PowerBurst LED position and strobe lighting, heated leather upholstery, cabin heat, and a Triton TC 167 enclosed trailer modified to transport the SubSonex. Transition Training is available; contact the company for details.

Be honest with yourself. You always wanted to fly a jet, didn’t you? Having your very own jet to rocket around the sky would be so cool, right? C’mon … who wouldn’t love that? The trouble is affording one of the darn things and then paying through the nose to fuel and maintain it. Well, the good folks at Sonex Aircraft have long prided themselves on (and have achieved the goal of) offering modestly priced airplane kits that the rest of us can afford. How about a jet airpane (kit) for less than many ready-to-fly LSA? Yep, Sonex says “base price” is $130,000 and while that may still be a chunk of change for many, you have to admit it is reasonably affordable as jets go. Those of you planning to attend Sun ‘n Fun 2015 — and I hope that is many of you! — will be able to check out SubSonex JXS-2 Personal Jet and you can catch its first-ever airshow act.

Electric Flight Events to Advance State-of-the-Art

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image courtesy FlyVolt via CAFE

Eric Raymond's Sunseeker Duo seen in flight, literally covered with solar cells. Get more info about this project in our video.

A new season of airshows is about to erupt now that April has arrived. Among all the gasoline-powered aircraft that show visitors can see will be a growing collection of electric aircraft. As I often repeat, the pioneering development of electric propulsion will come first in light aircraft ... at least until batteries go through a major breakthrough in energy density, as today's best cells still weigh far too much for larger aircraft to use them effectively. First up, in mere days, is the e-flight-expo, organized in cooperation with Flying Pages, the company operated by European publisher Willi Tacke who is well known for his Directory of Leisure Aviation. Aero officials said "e-flight-expo will again be a major section at Aero Friedrichshafen 2015." They note that as in other industries such as automobiles and drones, electric power continues to gain in importance in the man-carrying aviation sector. "In order to better meet future sustainability requirements in aviation, alternative methods of propulsion are indispensable." As an alternative to conventional propulsion systems, electric propulsion aims to move away from increasingly expensive fossil fuels while also reducing environmental pollution and minimizing noise. 

"The 'e' in e-flight stands for ecological, electrical, evolutionary to promote ecological sustainability and progress in aviation," added Aero promoters. In addition to a special exhibition for the e-flight expo, Aero will present dedicated e-flight lectures. "High caliber speakers will talk about the history and development of electric flight." Immediately following Aero starts Sun 'n Fun 2015, making for a stuffed-full month for those of us that need to go to both events. Unfortunately that will exhaust my traveling for a while but otherwise I'd love to attend the CAFE Electric Aircraft Symposium at the very beginning of May. On May 1st and 2nd, 2015, leading experts from around the globe will head to California — near Sonoma wine country — for the Ninth Annual CAFE Electric Aircraft Symposium or EAS IX. The gathering of electric aircraft engineers and developers represents a major aerospace scientific meeting to discuss and advance technologies pertaining to electrically powered aircraft. "The diverse, international CAFE EAS faculty of innovators and visionaries will present graduate-level lectures on the latest breakthroughs that are enabling electric aircraft of all types," said CAFE organizers. "This meeting drives the design and building of transformative new aircraft and their propulsion, energy-storage, safety and guidance systems." For those interested in attending, registration is open now but they caution seating is limited. "All of the ingredients for emission-free flight will be covered, including linkages to EV and driverless car markets, sustainability, solar and wind power, battery breakthroughs, 3D printing, civil and peaceful use of UAVs ('Sky Transit'), nanotechnology, and integration with high speed rail and hyper-loop," said CAFE. "This event will help define the future world of aviation." The list of speakers includes several known to enthusiasts of light aircraft: Baraby Wainfain, a longtime writer in Kitplanes magazine; Calin Gologan of Electra One fame; Pipistrel engineer Tine Tomazic; and, Eric Raymond, creator of the Sunseeker Duo (nearby photos) and director of Solar Flight Inc. Among the keynote presentations by an impressive collection of seasoned electric aircraft experts, topics will include: 5X battery breakthrough news from NREL, NTSB, and several universities Highly advanced new aircraft motor designs Swarming sentient and cooperative robots Regional, zero-emissions "Sky Transit" without roads or rails Affordable electric aircraft for general aviation See how fueling your ePlane can work in this video of the CAFE Electric Aircraft Charging Station:

A new season of airshows is about to erupt now that April has arrived. Among all the gasoline-powered aircraft that show visitors can see will be a growing collection of electric aircraft. As I often repeat, the pioneering development of electric propulsion will come first in light aircraft … at least until batteries go through a major breakthrough in energy density, as today’s best cells still weigh far too much for larger aircraft to use them effectively. First up, in mere days, is the e-flight-expo, organized in cooperation with Flying Pages, the company operated by European publisher Willi Tacke who is well known for his Directory of Leisure Aviation. Aero officials said “e-flight-expo will again be a major section at Aero Friedrichshafen 2015.” They note that as in other industries such as automobiles and drones, electric power continues to gain in importance in the man-carrying aviation sector.

MVP Traveling to Europe and Touring USA

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Find additional MVP details in this earlier article.

all images courtesy MVP.aero

With training in software and a background as an entrepreneur, MVP.aero president Darrell Lynds (R) also had years of experience with the Searey LSA amphibian. Son Mike Lynds is an A&P and accomplished builder handling digital marketing.

In the first decade of Light-Sport Aircraft we saw a new model emerge nearly every month; some months brought more than one model. SLSA approvals reached 136 aircraft, most of them land-based aircraft (our SLSA list describes each type). To general aviation pilots used to a genuinely new aircraft model once a decade or so, this LSA development outpouring was phenomenal. Cirrus SR20 was certified 17 years ago in 1998; how many other all-new GA models can you name since? By 2015, the torrid pace has slowed for various reasons and now we see more incremental changes on Light-Sport Aircraft, by which I mean new engines, interior changes, new avionics or other features, and so forth. This is much like in the GA world and I see nothing wrong with that, but it is less inspiring than a constant flow of brand-new concepts. Rushing into this all-new-design gap like a tsunami filling a Pacific atoll are LSA seaplanes. Most storied among them is the A5 but Icon Aircraft has competitors hot on their tail. One of the most versatile of these is MVP, in fact, "Versatile" is literally its middle name. Since seeing is believing, we have two solutions for you. One is that MVP is going on tour. The progressive company is going to Boeing Field in Seattle over April 24 and 25, 2015 and to the Palo Alto airport in Silicon Valley May 1 & 2. The company is also traveling across the Atlantic. MVP.aero (yep, that's the company name) built a static mockup display that is a full size replica of the MVP Model 3 aircraft. "Many of the mockup hull parts and interior cockpit parts are made from the same molds as the upcoming flying prototype," said company officials. They say — and our video shows — the mockup gives you a very close feel as to the dimensions of the aircraft, its cockpit, and the seating. Even the side catwalks — which can be used to move from cockpit to engine or tail while powered down on the water — are functional. "You are welcome to come and hear about MVP," said MVP.aero. European pilots traveling to Aero Friedrichshafen in Germany can look for MVP representatives in the exhibit building's Foyer East entry hall, space 03B over April 15-18, 2015. [Update March 30] At Aero, the company will have video and information but they are not shipping their mockup. MVP is a feature laden aircraft, yet many readers may wonder how that's possible given that Icon went to FAA seeking additional weight so they could deliver all the desirable qualities airshow visitors saw on their mockups. How does MVP.aero handle the same matter? "Putting more features (and weight) on an already weight-restricted airplane literally required a paradigm shift from traditional thinking," said MVP.aero. "This different approach is the key to understanding how we are going to achieve the goals set for the MVP." As observed by company design engineer Mike Van Staagen — the same man who led the Cirrus Vision jet development for several years — "MVP is not an amphibious airplane that has a number of new features added to it. Instead, it is a highly integrated collection of features, pieces, and parts that [join] to become an airplane." Mike's work with the earlier Cirrus SR-series and later the single engine jet project gave him a strong background in doing things differently. Van Staagen is backed by an impressive team that company founder Darrell Lynds carefully recruited over the recent years. This brain trust put much thought into their MVP. According to company reps, "MVP's most compelling feature is that it transforms into a versatile floating platform." The canopy hinges up and back freeing the nose of the MVP to resemble the front of a familiar bass fishing boat. The design is clever though; even with the canopy open MVP's engine can operate so as to continue to shore, dock, or the next fishing spot. In the canopy-retracted configuration a passenger can step up onto the forward deck to assist in docking or beaching. MVP's Instrument panel also retracts to allow more maneuvering room and to protect avionics from water damage. Four folding panels that MVP.aero calls the "origami deck" can be deployed in two halves to fully cover the seats of the cockpit, enabling a completely flat floor from the bow to the back of the baggage compartment. "This amazingly big surface on a relatively little airplane is large enough for two people to stretch out and sleep," said Lynds. "Deploying a custom-fitted tent and inflating air mattresses makes spending the night a delight." MVP's on-the-water manually folding wings are another interesting design creation. "Taxi up close to the marina, shut down the engine, fold the wings, and propel MVP towards a slip using an on-board trolling motor," suggests MVP.aero. "Integrated within the bilge is a useful bow thruster to help make docking a breeze." Flanking both sides of the MVP are nose-to-tail catwalks that enable movement around the MVP. Done on the water to preflight the engine or inspect the tail and wing control surfaces, MVP.aero said the design is stable enough that both occupants can be on one side without upsetting the seaplane. The airplane has such unusual features, I recommend this brand-new video to see more:

In the first decade of Light-Sport Aircraft we saw a new model emerge nearly every month; some months brought more than one model. SLSA approvals reached 136 aircraft, most of them land-based aircraft (our SLSA list describes each type). To general aviation pilots used to a genuinely new aircraft model once a decade or so, this LSA development outpouring was phenomenal. Cirrus SR20 was certified 17 years ago in 1998; how many other all-new GA models can you name since? By 2015, the torrid pace has slowed for various reasons and now we see more incremental changes on Light-Sport Aircraft, by which I mean new engines, interior changes, new avionics or other features, and so forth. This is much like in the GA world and I see nothing wrong with that, but it is less inspiring than a constant flow of brand-new concepts. Rushing into this all-new-design gap like a tsunami filling a Pacific atoll are LSA seaplanes.

Exploring LSA 4.0 … & Other Tecnam Developments

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Tecnam had a strong year last year with reasonable sales of Light-Sport Aircraft plus larger, certified airplanes into the U.S. market. Around the world, according to the report released by GAMA and confirmed personally by Managing Director Paolo Pascale, Tecnam shipped nearly 200 airplanes in 2014. While ByDanJohnson.com readers are focused on recreational aircraft primarily from LSA and light kit manufacturers, more of these companies are joining Tecnam by preparing to offer what my journalist friend Marino Boric has dubbed "LSA 4.0," meaning four seat LSA-type aircraft. I am keenly aware that regulars to this website are focused on Light-Sport, light kit aircraft, ultralights — generally, aircraft flown primarily for fun. However, an entire new legacy is being written as producers of those aircraft types are charging ahead into LSA 4.0 aircraft. Since these new aircraft are from brand names well known to me, I intend to cover what I will call "Light GA" as well. Tecnam is leading this charge with the 2006-era Tecnam Twin that uses two Rotax 912 engines, but they have since gained regulatory approval for their single engine four seater, P2010. (Tecnam models indicate the year the design was initiated.) The company is also going further upscale with a design seating eleven and they are joined by other LSA builders in this goal but we will delve into that story later. Recently Tecnam reported, "P2006T Twin has successfully achieved certification to enable it to carry passengers for hire." Twin is a four seater, not the larger P2012 Traveler, but they know it is certainly capable of hauling paying passengers (photo). "[We] will promote P2006T Twin for charter and air-taxi usage." The first Tecnam P2006T Certificate for Passenger Transportation is operated by Russia-based Chelavia. Established in 2003, ChelAvia currently operates nearly 100 Tecnam aircraft and is actively engaged in training commercial pilots for some Russian airlines.

Khalid Al Khater Thani (L), of Aviation Home with Sheik Thani Al-Thani are the proud owners of the first Middle East-based Tecnam P2010. photo courtesy of Tecnam

The Ministry of Transport of the Russian Federation authorized Chelavia to use its fleet of Tecnam P2006T Twins for commercial activities. This approval enabled Chelavia to add the P2006T to its Air Operator's Certificate to enable it to offer the aircraft for both passenger and airfreight operations. In single engine work, Tecnam has also gained approval for its four seat P2010 and recently delivered the first one to a customer. Registered as A7-TBA, the new P2010 joins a range of Tecnam aircraft already in service with Aviation Home, Tecnam's dealer for both the United Arab Emirates, Qatar and the Kingdom of Saudi Arabia. Other Tecnam models operated by Aviation Home include Astore, P2006T Twin, plus a number of P2002JFs. Tecnam refers to the four seater as "P Twenty Ten." The sleek aircraft which looks like a big brother to their very similar P2008 LSA model, joins a carbon fiber fuselage with metal wings, stabilator, and rudder (just like P2008). The new aircraft won certification under Europe's EASA CS-23 program that is recognized by FAA for reciprocal Part 23 approval. Tecnam USA said American pilots will be able to examine a P2010 at U.S. airshows in 2015. However, working on their Twin and P2010 is apparently not enough to keep everyone busy at Tecnam, so they have another fascinating project, this one with NASA in America and involving — get this! — 18 motors! That gives new meaning to the multi-engine rating. Tecnam's P2006 Twin airframe was selected by NASA for an 18-motor experimental project. Here is some of the out-of-the-box thinking that speculates that an aircraft fitted with a long string of small electric motors can theoretically perform well. NASA loves its abbreviations and trick phrases so the program is called LEAPtech with LEAP standing for Leading Edge Asynchronous Technology. The aim is reported as being "developing safer, more energy efficient, lower operating cost and greener General Aviation aircraft." NASA will fit an experimental 31-foot aircraft wing with 18 electric motors placed along the leading edge onto a Tecnam P2006T aircraft frame (photos). The electric motors are powered by lithium iron phosphate batteries. American companies ESAero and Joby Aviation will manufacture and integrate wing and motors on the P2006T airframe. Tecnam said, "Researchers hope to fly the modified Tecnam P2006T piloted X-plane within the next couple years."

Tecnam had a strong year last year with reasonable sales of Light-Sport Aircraft plus larger, certified airplanes into the U.S. market. Around the world, according to the report released by GAMA and confirmed personally by Managing Director Paolo Pascale, Tecnam shipped nearly 200 airplanes in 2014. While ByDanJohnson.com readers are focused on recreational aircraft primarily from LSA and light kit manufacturers, more of these companies are joining Tecnam by preparing to offer what my journalist friend Marino Boric has dubbed “LSA 4.0,” meaning four seat LSA-type aircraft. I am keenly aware that regulars to this website are focused on Light-Sport, light kit aircraft, ultralights — generally, aircraft flown primarily for fun. However, an entire new legacy is being written as producers of those aircraft types are charging ahead into LSA 4.0 aircraft. Since these new aircraft are from brand names well known to me, I intend to cover what I will call “Light GA” as well.

Icon Reported Scheduling First 20 A5s for Delivery

By Dan Johnson || Leave a Comment (Edit)

Icon technicians are photographed building one of the A5 prototypes seen flying in the image above. This work has taken place at the company's Tehachapie facilities.

Icon's Vacaville, California factory is portrayed in this artist rendering.

According to a report in the North Bay (San Francisco) Business Journal, Icon will build its first 20 A5 LSA seaplanes before the end of 2015. Certainly in the LSA space, this can best be described as "much-anticipated event." At an annual meeting of the Solano Economic Development Corporation, the Business Journal reported, guest speaker Kirk Hawkins of Icon provided an update on the production of the A5. "The first Icon Aircraft production planes are currently undergoing flight verification testing, and 20 of our A5 aircraft are scheduled to roll off the Vacaville production floor in 2015," the Journal quoted. They added that Hawkins said production will follow the completion of construction at the facility in August, 2015. Earlier the California company reported taking more than 1,250 aircraft deposits, which they said represents nearly $300 million in backlog. "By comparison, Tesla Motors had approximately $100 million in order backlog just prior to its production start," Hawkins noted to the business development group. More recently a man told me that he had placed an order and was given number 1526 though he could not confirm how the numbering started or advanced. Regardless of the actual order count, Icon has earned bragging rights as the LSA company taking the most orders of any company in the Light-Sport space. Even Cessna didn't quite hit 1,000 Skycatcher orders and that project fizzled before production reached 300 units. For another number comparison (as reported in our 2014 LSA market share report), GAMA has stated that total single engine production worldwide was 986 aircraft in 2014. "We want to scale our solution, not scale problems that may be found along the way," Hawkins said, as reported by the Business Journal. "That is why we're starting production with only 20 aircraft this year, rising to an estimated 400 deliveries in 2016 and eventually up to approximately 1,000 aircraft annually in the future, as we establish global awareness and a brand presence in the marketplace." Hawkins told the business development meeting attendees that he sees a "deep and pervasive global interest. Some 30 percent of our customers today are outside the U.S., and there is an aviation gold rush in China equal to that in the States." Hawkins told the group that Icon presently has 100 employees but that the company expects to ramp up to 500 within the next year and a half. In return for incentives offered by the community, job creation is an activity locals will follow very closely. Several times I have visited Icon at their headquarters Los Angeles. In 2008 I toured their research and development and initial production facilities in Tehachapi, California. Now, the Journal reported, "In the third quarter of this year, all these functions will be consolidated in Vacaville when [plant] construction activities are completed." Along with many others, I wish Icon well at starting deliveries of this highly anticipated aircraft. I'm sure we will be hearing more as AirVenture approaches. They company has made the Oshkosh event their primary contact point.

According to a report in the North Bay (San Francisco) Business Journal, Icon will build its first 20 A5 LSA seaplanes before the end of 2015. Certainly in the LSA space, this can best be described as “much-anticipated event.” At an annual meeting of the Solano Economic Development Corporation, the Business Journal reported, guest speaker Kirk Hawkins of Icon provided an update on the production of the A5. “The first Icon Aircraft production planes are currently undergoing flight verification testing, and 20 of our A5 aircraft are scheduled to roll off the Vacaville production floor in 2015,” the Journal quoted. They added that Hawkins said production will follow the completion of construction at the facility in August, 2015. Earlier the California company reported taking more than 1,250 aircraft deposits, which they said represents nearly $300 million in backlog. “By comparison, Tesla Motors had approximately $100 million in order backlog just prior to its production start,” Hawkins noted to the business development group.

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