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The Next Decade of Light-Sport & Sport Pilot

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engineering artwork prepared by Jaro Dostal

In July I posted an article about an AOPA survey conducted through the biggest member organization's daily newsletter, eBrief (sign-up page). That provided a broad glimpse into both the mind of an AOPA eBrief reader (and responder) but might also be used to forecast some possibilities for the LSA industry. In this article, I'm going to again use the survey data but look at such information in a different manner. I suspect LSA business people will read this with interest but it may be meaningful to any pilot interested in buying or partnering their way into a LSA or in finding a Light-Sport Aircraft available for students and others to fly at flight schools and FBOs around the country. LSA are by no means limited to the USA, of course, so I'll also make some informed guesses about what I see as the global aspect to the LSA development, now beginning its second decade*. Let's do a bit of number review to help put this in context. AOPA reports about 400,000 members, making it by far the largest pilot membership organization in the world. Let's be conservative and say only about 300,000 are active or interested in being active. (I hope the number is not this small, but I prefer to err on the side of caution in this review.) As the nearby chart shows, 12.59% of eBrief readers say they are now flying while using the privileges of the Sport Pilot certificate. While 26.4% said they were not interested in sport pilot, the largest single group responding said they could envision themselves flying as a sport pilot in the future. The two affirmative answers total 73.6 percent. I stress that these numbers come from eBrief readers and may not mirror all AOPA member opinions. However, assuming the sample size was large enough to be valid — for reference, surveys of about 1,000 are commonly used to sample the entire U.S. population — then this eBrief survey might mean the following. Assuming 300,000 "active" AOPA members, 12.59% of them represents 37,770 members. The future figure 61.01% would represent 183,030, and the two numbers sum to 220,800 members. Based on FAA registration data, we know 37,700 do not presently own a LSA nor a compatible kit aircraft nor a parameter-meeting Standard Category airplane but aircraft ownership was not the question posed. However, whether they own them or someone else does, that many pilots could be flying LSA or LSA-like aircraft that do not require a medical. Apparently many more are intrigued by flying modern, fuel-efficient, and superbly equipped LSA or other aircraft that don't require a medical. Note that beside fully built Special LSA, Sport Pilot certificate holders may fly Standard Category aircraft or homebuilt aircraft so long as those flying machines meet the parameters (1,320 pound gross weight; speed less than 120 knots, etc.). Thus, available aircraft include SLSA, ELSA, Experimental kit-built aircraft, or other Sport Pilot-eligible aircraft beyond LSA. If at some time 220,800 AOPA members are interested in flying as a sport pilot, how many might one day consider buying a new or used Light-Sport Aircraft? This question is far fuzzier so let's soberly reduce the numbers. We can guess that only one in ten of those (or 22,080) are truly interested to buy a LSA. Of that group, we can estimate only one in six of potential buyers (3,680 or 1.67% of interested members) will act on that interest. If it took ten years to fulfill such market potential, that averages 368 aircraft per year. Based on the first decade of LSA, this figure is certainly achieveable; the industry can safely produce this number ... indeed, has produced many more in the years before the Great Recession. Are these assumptions reasonable? Who knows? The GA industry sells more single-engine piston aircraft per year so those numbers certainly aren't beyond belief when considering the potential large interest from AOPA members as reflected by responses to the eBrief survey. For LSA producers, the estimates above are only part of the story. In the sport or recreational aircraft world, the USA is not the dominant market. It is surely the largest single-nation market but the rest of the world easily accounts for at least 1:1, that is, for every sport aircraft sold in America, at least one may be sold in some other country (though we lack hard evidence of this). As LSA are presently accepted in several other nations with more to follow, the 1:1 ratio remains conservative, I feel. Thus, 368 U.S.-delivered aircraft could translate to 736 aircraft sold globally each year for the second decade of Sport Pilot / Light-Sport Aircraft. Will this occur? The only sure way to know is to ask again in 2024 but my speculation using the AOPA eBrief survey numbers is that the future for LSA remains bright. * The SP/LSA rule was announced July 20, 2004 but the first aircraft were not FAA accepted then delivered to customers until April of 2005. So, LSA will only reach their first full decade completed by Sun 'n Fun 2015.

In July I posted an article about an AOPA survey conducted through the biggest member organization’s daily newsletter, eBrief (sign-up page). That provided a broad glimpse into both the mind of an AOPA eBrief reader (and responder) but might also be used to forecast some possibilities for the LSA industry. In this article, I’m going to again use the survey data but look at such information in a different manner. I suspect LSA business people will read this with interest but it may be meaningful to any pilot interested in buying or partnering their way into a LSA or in finding a Light-Sport Aircraft available for students and others to fly at flight schools and FBOs around the country. LSA are by no means limited to the USA, of course, so I’ll also make some informed guesses about what I see as the global aspect to the LSA development, now beginning its second decade*.

A Million Minutes (of Video) Every Month

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Traffic to this website grew significantly in the last few years, starting a steep upward path in 2012 and in May this year hitting a peak of almost 75,000 Unique Visitors. First, a thank you for your regular visits! Then, a question: why is that so? It's impossible to say why 60-70,000 people do something each month but a leading candidate reason has to be our embrace of video thanks to our partnerhip with Lightsport and Ultralight Flyer, publishing these days to YouTube under the name SportAviationMagazine.com. It seems clear ... people love video! Comments we receive at airshows are now commonly related to video though we hear good things about our effort at covering all the news for Light-Sport Aircraft, light kit aircraft, and ultralights. Recent Posts — (top left, clockwise) Sampling the AeroGlass heads-up display eyewear when visiting Levil Tech • Garmin's new G3X Touch • Flight Design CTLSi comparing Rotax 912ULS and 912iS plus new Dynon gear • New MVP from MVP.aero wowed the crowds at AirVenture 2014 My video partner and I create well over 100 new videos per year and I just uploaded eight new ones (images) with many, many more to follow. We will post a few more each week, but if you want to see what else is available now — head over to Lightsport and Ultralight Flyer channel. Google's statistics service reports this channel logs about a million minutes per month of viewership. That's over 550 hours per day and at 10 minutes per video on average, that's better than 3,000 videos every day. Obviously, they tap an interest. More than a billion unique users visit YouTube each month and the website is therefore an excellent tool for aviation outreach to the unwinged masses that need to see and hear our joy of flight. With this in mind one of our conclusions about the growth in traffic: Since people are watching more video than ever, YouTube's reach is sending people to websites like this one for more info. Great! Welcome! Recent Posts (top left, clockwise) Ekolot's Topaz and importer Kris Siuba •Aerotrek A240 inside a custom trailer with a companion Fiat 500 • Adventure Aircraft's new Electric Motor Glider • Interview with Eric Evans of the Midwest LSA Expo about his new flight training service using Jabiru

Traffic to this website grew significantly in the last few years, starting a steep upward path in 2012 and in May this year hitting a peak of almost 75,000 Unique Visitors. First, a thank you for your regular visits! Then, a question: why is that so? It’s impossible to say why 60-70,000 people do something each month but a leading candidate reason has to be our embrace of video thanks to our partnerhip with Lightsport and Ultralight Flyer, publishing these days to YouTube under the name SportAviationMagazine.com. It seems clear … people love video! Comments we receive at airshows are now commonly related to video though we hear good things about our effort at covering all the news for Light-Sport Aircraft, light kit aircraft, and ultralights. Recent Posts — (top left, clockwise) Sampling the AeroGlass heads-up display eyewear when visiting Levil Tech • Garmin‘s new G3X Touch • Flight Design CTLSi comparing Rotax 912ULS and 912iS plus new Dynon gear • New MVP from MVP.aero wowed the crowds at AirVenture 2014 My video partner and I create well over 100 new videos per year and I just uploaded eight new ones (images) with many, many more to follow.

Sam Aircraft Prepares for Next Phase

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images courtesy of Sam Aircraft

Hey, buddy, wanna buy an airplane company? Thierry Zibi, proprietor of SAM Aircraft, has put his company up for sale. This decision comes only a year and a half after the first flight of the prototype Sam aircraft. I flew and reported on this tandem seating all-metal airplane. Several other reporters flew the Sam LS and reviews were favorable. Some have likened the design, which Zibi spent years developing, to a Light-Sport version of a early military fighter or trainer modeled somewhat after the Ryan STA. It was done with a style that is uncommon among aircraft designers. An attention-getting image (photo) released just before AirVenture Oshkosh 2014 shows the innards of the airplane appliquéd to the fuselage exterior. Like the logo, nose art, and other aspects of the design, the effect is one reminiscent of art deco, an art fashion of the 1920s, '30s and '40s. After all the work of creating a new design, why would the entrepreneur behind it put the company on the blocks? Like many before him — in and outside of aviation — Zibi realized that his interest dissipated once the "fun" part was over and the work truly began. "I came to the realization that I love designing airplanes, but I am not so keen on running a production company," said Zibi. It may be the right time for a business manager type to take the reins. Sam Aircraft has flown a full test regimen, which the company said, "has shown it to be spin-proof at both full-forward and full-aft center of gravity." Canadian certification has been awarded under the country's Advanced Ultralight regulation and proof to demonstrate compliance to ASTM industry consensus standards has been "completely documented, awaiting only another production example," added Thierry. He observed that tooling and fixtures are done, production has already started, and orders are in the books. "Come to Lachute, Quebec," Thierry invited, "and see the LS aircraft, the factory, and everything that is part of the Sam Aircraft legacy. See what convinced our customers to put down their deposits, and you'll have a ready-to-go operation, for dimes on the development dollar, for a tested, ready-to-deliver design to add to [your] existing line."

Hey, buddy, wanna buy an airplane company? Thierry Zibi, proprietor of SAM Aircraft, has put his company up for sale. This decision comes only a year and a half after the first flight of the prototype Sam aircraft. I flew and reported on this tandem seating all-metal airplane. Several other reporters flew the Sam LS and reviews were favorable. Some have likened the design, which Zibi spent years developing, to a Light-Sport version of a early military fighter or trainer modeled somewhat after the Ryan STA. It was done with a style that is uncommon among aircraft designers. An attention-getting image (photo) released just before AirVenture Oshkosh 2014 shows the innards of the airplane appliquéd to the fuselage exterior. Like the logo, nose art, and other aspects of the design, the effect is one reminiscent of art deco, an art fashion of the 1920s, ’30s and ’40s.

China Continues Making Deals Involving LSA

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Brumby's 600 model is a low wing and the newer 610 is a high wing design. all images courtesy of Brumby Aircraft

Many Americans know that other countries can adopt ASTM standards to gain approval for Light-Sport Aircraft. One of the first to enthusiastically do so was Australia. The down-under nation also has close contacts with China, which has been buying various kinds of natural resources from Australia for years. So, when you hear an aviation company has made a deal with China, you might shrug and say, "What's new? Everybody seems to be doing it." You'd be partly right, but for Americans, most of the action seems to be with U.S. companies plus some from Europe. How about a company you probably never heard of making the deal? Let me introduce you to Brumby Aircraft, a twenty year old aircraft producer that embraced the LSA phenomenon and recently secured what sounds like a strong opportunity. The Aussie company announced it signed a $50 million deal with a Chinese aviation conglomerate that will see Brumby Light-Sport Aircraft (photos) used in China for primary training. "The deal with AVIC is for a joint venture to produce the Brumby 600 and 610 light sport aircraft in a 10,000 square meter (107,000 square foot) specially-built factory in Fujian Province." Abbreviated as AVIC, the Chinese Aviation Industry Corporation is a Chinese government-owed company that has been expanding for several years to take advantage of the rise of general aviation in China. The company also owns Cirrus Aircraft and Continental Motors, as well as Chinese manufacturers Harbin and Nanchang. Representatives of Brumby and AVIC signed the deal at Parliament House in front of the Deputy Premier of New South Wales Andrew Stoner and local members of parliament earlier this month. The new Chinese factory is expected to produce 280 aircraft over the first four years of the 40-year deal, with aircraft completed in China for the local market. Aircraft for sale in Australia and New Zealand will be shipped to Brumby in components where engines, avionics, interiors, and custom painting will be done. Brumby Aircraft's Paul Goard, said the Chinese deal will free up the Australian factory to expand and to start work on the four-seat Aircruiser, as well as assembling the Light-Sport Aircraft for the Australia and New Zealand markets. The four seater is not part of the new agreement. "We've been working towards this for some time," he told Australian Flying magazine. He added that the joint venture between Brumby and AVIC will allow the enlarged company to deliver airplanes in a much shorter time. "It takes us 12 months to get a plane out now; we should be able to do it in about eight weeks," Goard said. "It's quite a big deal because only certain planes are going to be allowed to fly in China to start with, and this is a government company. Our plane will be used as a primary flight trainer in China."

Many Americans know that other countries can adopt ASTM standards to gain approval for Light-Sport Aircraft. One of the first to enthusiastically do so was Australia. The down-under nation also has close contacts with China, which has been buying various kinds of natural resources from Australia for years. So, when you hear an aviation company has made a deal with China, you might shrug and say, “What’s new? Everybody seems to be doing it.” You’d be partly right, but for Americans, most of the action seems to be with U.S. companies plus some from Europe. How about a company you probably never heard of making the deal? Let me introduce you to Brumby Aircraft, a twenty year old aircraft producer that embraced the LSA phenomenon and recently secured what sounds like a strong opportunity. The Aussie company announced it signed a $50 million deal with a Chinese aviation conglomerate that will see Brumby Light-Sport Aircraft (photos) used in China for primary training.

WATTsUP at Pipistrel — eTrainer Flies

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Pipistrel's electric-powered WATTsUP took its maiden flight recently. all images courtesy Pipistrel

Electric aircraft continue to develop rapidly and the most visible actions are on ultralight aircraft such as Zigolo, eSpyder, or Light-Sport Aircaft (Evektor EPOS) as these are the lightest and therefore most workable candidates for electric power today. At Oshkosh we heard more about the two-seat SunFlyer in development by Bye Aerospace and those who visited the Fun Fly Zone (the place formerly known as the Ultralight Area) saw electric aircraft regularly flying as they have for several years. Now, one of the leading creators of electric airplanes is making a bigger push to offer a training-capable aircraft. As with several Pipistrel models the name is a bit unusual but WATTsUp is a two-seat electric trainer based on Pipistrel's Alpha (video). WATTsUp took its maiden flight on August 22nd. The Slovenian company unveiled the new aircraft on August 30th at a popular recreational aircraft show south of Paris called Salon du Blois. Pipistrel said the electrified Alpha was developed in partnership with Siemens AG, a global powerhouse focused on "electrification, automation, and digitalization." Siemens provided the electric main propulsion components. "Every single element of the aircraft has been refined to be lighter, more efficient and more reliable," reported Pipistrel. The 85 kW (114 horsepower) electric motor weighs 31 pounds. A 17 kWh battery pack — the same power as used on the upgraded 2014 Chevy Volt electric car — is designed to be replaceable within minutes or charged in less than one hour. Remember, the purpose of WATTsUP is for flight training, usually done close to the airport. Performance of Pipistrel's electric trainer is aimed at flight schools with "...short take-off distance, 1,000 fpm climb, and endurance of one hour plus a 30 minute reserve," said the company. WATTsUP is optimized for traffic-pattern operations; Pipistrel observes 13% of energy is regenerated on every approach to landing, replenishing the batteries and thereby increasing endurance. "With the ever-growing cost of fuel it is time to rethink pilot training," said Ivo Boscarol, CEO of Pipistrel. "Our solution is the first practical all-electric trainer." He said technologies developed specially for this aircraft cut the cost of pilot training by as much as 70%. WATTsUP claims to meet microlight and ASTM LSA criteria, as well as standards for electric propulsion. The company said the electric trainer is already certified in France where it made its market debut. "More countries will follow soon," believes Pipistrel, and they reported that they are applying for an exemption with the FAA to allow training operations as an SLSA. "WATTsUP is our fifth electric aircraft project and the second to result in a commercial product," said Pipistrel. The company expects to bring the final product to the market in 2015 with a target price below €100,000 or $138,000 (though remember, not having to buy gasoline will offset some of this cost). Frank Anton, Executive Vice President Traction Drives, Large Drives, Siemens AG, said, "Siemens is developing electric drive systems with highest power-to-weight ratio for aircraft propulsion. Only with innovation we can solve the problems of rising fuel costs, rising passenger demand, and rising environmental regulations." Pipistrel said Mr. Anton is the initiator of electric aircraft development at Siemens. "As electric drives are scalable, we can expect that in the future larger aircraft will also use electric propulsion. The world is becoming electric, whether in the air, on land, or at sea." Indeed even airliner behemoth Airbus said it will enter the market for small two-seat, then four-seat electric aircraft (with a possible electric airliner to follow). The Siemens Industry Sector, based in Erlangen, Germany boasts being the world's leading supplier of innovative and environmentally friendly automation and drive technology, industrial software, and technology-based services. The Siemens division pursues product design, engineering, and production. The German giant has a global workforce of more than 100,000 employees.

Electric aircraft continue to develop rapidly and the most visible actions are on ultralight aircraft such as Zigolo, eSpyder, or Light-Sport Aircaft (Evektor EPOS) as these are the lightest and therefore most workable candidates for electric power today. At Oshkosh we heard more about the two-seat SunFlyer in development by Bye Aerospace and those who visited the Fun Fly Zone (the place formerly known as the Ultralight Area) saw electric aircraft regularly flying as they have for several years. Now, one of the leading creators of electric airplanes is making a bigger push to offer a training-capable aircraft. As with several Pipistrel models the name is a bit unusual but WATTsUp is a two-seat electric trainer based on Pipistrel’s Alpha (video). WATTsUp took its maiden flight on August 22nd. The Slovenian company unveiled the new aircraft on August 30th at a popular recreational aircraft show south of Paris called Salon du Blois.

MGL’s Discovery-Lite Unveiled at AirVenture 2014

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A lot of attention is focused on the largest companies yet innovation and new price points are often led by smaller enterprises. A case in point is MGL Avionics' recently announced Discovery-Lite, a seven-inch electronic flight information system. "Our all-in-one EFIS is a revolution in simplicity, but harnesses the full power of the iEFIS system," stated MGL's U.S. representative. MGL is also one of the first glass panel makers to promote touch screen functionality in a full size system. The company based in Torrance, California has been shipping their iEFIS Explorer 8.5-inch and Challenger 10.4-inch systems that have allowed a now more common combination of touch screen and buttons. Let's jump to the end of their announcement. "Discovery-Lite will start shipping in the next six weeks. Projected price is under $3,000 for a complete system," forecast MGL. Imagine that! A few years ago, glass screens — albeit larger, certified versions with multiple screens — could hit $100,000 in Type Certified airplanes and now you have essentially the same capability for less than three grand ... with touch control to boot. Discovery has a bright non-reflective seven-inch diagonal touchscreen with around 1000+ nits of brightness. "It looks, feels and operates like an iEFIS. It has the iEFIS G3 CPU and runs the exact same firmware as the full iEFIS system," explained MGL. "However, this powerhouse contains a built-in GPS, AHRS (with gyros and accelerometers), airspeed pressure sensor as well as altimeter. It also has a built in OAT sensor (an external one can be fitted). It contains a CAN bus and can be connected to any MGL Avionics CAN bus devices such as external compass, RDAC engine box and servos." Two RS-232 ports are available for connection to remote radios, transponders and ADS-B units. Discovery-Lite was conceived as a stand-alone system unlike MGL's established iEFIS systems that involve multiple, joined panels in a complex infrastructure. Discovery-Lite is specifically designed for single-screen installations where simplicity is desired and this seems particularly well adapted to Light-Sport, light kit aircraft, or ultralights. MGL Avionics said their Lite series products are straightforward to install and will fit instrument panels for many smaller aircraft where a sophisticated EFIS is desired but without the cost and complication of a large system. "A typical Lite system would contain a Discovery-Lite panel, a RDAC for engine monitoring (if needed), and perhaps an SP-6 compass," said MGL. Discovery-Lite is envisioned as the first "Lite" release. "This will quickly be followed by a regular Discovery EFIS [and afterward] Explorer-Lite and a Challenger-Lite to complete the iEFIS range," the company said. Review all MGL offerings at their website. Discovery-Lite can be a direct replacement for the popular but now discontinued Enigma instrument. The newly-announced unit is similar in panel size but with a bigger, much higher resolution screen. "It is a powerhouse of functionality," boasted MGL.

A lot of attention is focused on the largest companies yet innovation and new price points are often led by smaller enterprises. A case in point is MGL Avionics‘ recently announced Discovery-Lite, a seven-inch electronic flight information system. “Our all-in-one EFIS is a revolution in simplicity, but harnesses the full power of the iEFIS system,” stated MGL’s U.S. representative. MGL is also one of the first glass panel makers to promote touch screen functionality in a full size system. The company based in Torrance, California has been shipping their iEFIS Explorer 8.5-inch and Challenger 10.4-inch systems that have allowed a now more common combination of touch screen and buttons. Let’s jump to the end of their announcement. “Discovery-Lite will start shipping in the next six weeks. Projected price is under $3,000 for a complete system,” forecast MGL. Imagine that! A few years ago, glass screens — albeit larger, certified versions with multiple screens — could hit $100,000 in Type Certified airplanes and now you have essentially the same capability for less than three grand … with touch control to boot.

Details and New Video about MVP’s Show Hit

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Computer renderings courtesy of MVP.aero

Dock in a slip among the yachts using your bow thruster and erect your 8-foot wide, 9-foot long camper tent.

Using the line "Your Passport to the Planet" MVP.aero (yes, that's the company name ... well, with an "Inc." on the end), this Minnesota company made a great big splash at AirVenture 2014. Not literally in the sense of a splash into the water but from a marketing standpoint, the MVPers created a tsunami of interest in their LSA seaplane entry that buoyed activity among all Light-Sport Aircraft at the show. MVP innovation showed well in aircraft features (described below) and in PR savvy, calling the "Most Versatile Plane" a "triphibian." As the company is being created near Cirrus Design HQ in Duluth, Minnesota, it may not surprise you that MVP manages takeoff and landing on pavement or turf, water, and snow. The team also brought the term "origami deck" to airplanes with the occupied area convertible in various ways with panels that "fold" into different purposes. In all, MVP represents a batch of fresh thinking that forms a potent statement about how the LSA sector breeds disruptive designs far faster than hide-bound Part 23 Type Certified aircraft that seem to need an act of congress to change a bolt. Shoot, this thing even comes with a hammock you can stretch between engine and tail. Can you imagine Cessna or Mooney offering something like that? With great panache, MVP's team wheeled out their mockup (photo) and placed it in a deliciously prominent location at the front of EAA's 10-Year Celebration of SP/LSA exhibit right at Boeing Plaza. We didn't see anything of the wheel landing gear at Oshkosh, but it was hinted that more surprises will be announced at future shows. This company has done well to keep things private until they debuted this summer and some aspects of the all-new design are still under wraps. We also didn't see the adaptation for snow landings. Construction is a combination of glass and carbon fiber though wings are fabric covered, a big weight saver. The wing is also what's called "Hershey Bar" after the uniformly rectangular candy bar (see link below; click "Top"). This decision allowed fabricators to make a single wing rib and an example was passed around at the Oshkosh press conference for journalist to see how little weight each one adds. By using a common shape, construction cost and speed will be considerably enhanced. Check out more about the airplane at this link (it's cool and fun). Our new video seen below will go into more detail about the upward hinging canopy and instrument pod. We'll show you some of the deployable surfaces that you store under the nose deck. You can also hear about the docking system. After taxiing close — which can be done with the canopy up, allowing better visibility and convenient egress to secure the plane to dock — the MVP pilot powers up close and shuts down the engine. One person can fold the wings, and afterward propel MVP towards the dock with a trolling motor. Integrated within the bilge pump is a useful bow thruster to help push MVP during docking. Once tied down, erect your optional camper tent (photo) and you are set for the night. The point of these many capabilities is to make MVP, well ... more versatile. Most seaplanes get you to the destination just fine but then you have to leave the plane to do whatever you planned. With MVP, you keep using the airplane into your vacation. To permit these many unique features, MVP's top engineer Mike Van Staagen said that keeping weight down wherever possible has been a primary goal. Plenty of people were interested and so a common question was, "When can I get one?" A scale model flew in 2013 and a full-size MVP should fly in early 2016. MVP.aero plans to start deliveries in 2017 as an Experimental Amateur-Built kit. An SLSA model will arrive in 2019. This may sound like a distant future but other companies have made promises not kept, so MVPers are being suitably conservative. The company forecast the factory built version will sell for a base price of $189,000 before some of the nifty options mentioned above. A quick-build kit version will be offered for $169,000 before finish work like painting. Two highly qualified centers on each coast have been contracted to build the ready-to-fly model: Glasair in Oregon and Fibercraft in Florida (appropriately, both are popular seaplane use regions). For those that find $200K too rich for a solo purchase, company officials said a shared-ownership option will be a key part of their sales plan. MVP.aero is certainly a company to watch; count on me to keep a close eye on this aeronautical wunderkind. ALL SPECIFICATIONS ARE PRELIMINARY Wing Span — 35 feet (10.97 meters) Wing Area — 130 square feet (12.08 square meters) Length — 23 feet 9 inches or 26 feet 7 inches (wings folded) (7.24/8.1 meters) Height — 6 feet 5 inches (1.97 meters) Gross Weight — 1,430 pounds (650 kilograms) Useful Load (option dependent) — 450 pounds (204 kilograms) Payload (with full fuel) — 294 pounds (133 kilograms) Wing Loading — 11 pounds per square foot Maximum Cruise Speed — 104 knots at sea level (120 mph) Stall Speed (full flaps) — 41 knots at sea level (47 mph) Maximum Rate of Climb — 1,000 fpm at sea level Fuel Capacity — 26 gallons (8 liters) with auxiliary tank available Powerplant — Rotax 912 iS Sport or 914 Turbo Still want more? Catch our video with main man Darrell Lynds at AirVenture,:

Using the line “Your Passport to the Planet” MVP.aero (yes, that’s the company name … well, with an “Inc.” on the end), this Minnesota company made a great big splash at AirVenture 2014. Not literally in the sense of a splash into the water but from a marketing standpoint, the MVPers created a tsunami of interest in their LSA seaplane entry that buoyed activity among all Light-Sport Aircraft at the show. MVP innovation showed well in aircraft features (described below) and in PR savvy, calling the “Most Versatile Plane” a “triphibian.” As the company is being created near Cirrus Design HQ in Duluth, Minnesota, it may not surprise you that MVP manages takeoff and landing on pavement or turf, water, and snow. The team also brought the term “origami deck” to airplanes with the occupied area convertible in various ways with panels that “fold” into different purposes. In all, MVP represents a batch of fresh thinking that forms a potent statement about how the LSA sector breeds disruptive designs far faster than hide-bound Part 23 Type Certified aircraft that seem to need an act of congress to change a bolt.

World Aircraft’s New/Old Open Cockpit LSA

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World Aircraft is not shortchanging Surveyor. The company is using the state-of-the-art electronic circuit breaker system from Vertical Power (red box). Watch for a video on their products soon.

As we scoured the sprawling acreage of AirVenture 2014 for aircraft we had not seen before, one flying machine confused my eye. Surveyor looked approximately like a Lockwood Drifter or maybe a single engine version of Drifter's big brother, the twin engine AirCam. Since I like both Drifter and AirCam a great deal, taking that view of Surveyor is a form of high compliment. My video partner and I spoke to World Aircraft director Eric Giles and shot a video that will soon be available. Surveyor has no relationship to Drifter or AirCam but it does have a long heritage. The designer of all World Aircraft models — Spirit, Vision, Surveyor, and low-wing Freedom in development — is Max Tedesco, a talented engineer from Columbia. Many years ago, he created the open cockpit Surveyor and ten aircraft were sold to Cuba to provide aerial sightseeing for that island's tourists. "They never bought any more," noted Eric, and while a few more were sold, this machine took a back seat to other, fully enclosed designs. "I'd like to introduce you to Surveyor," said Eric, "an aircraft that is both a fun machine and a utility workhorse." Surveyor is an all-metal, high-wing, tandem pusher with open cockpit frame by several robust steel components. While we reviewed the aircraft in preparation for shooting the video, several passers by remarked at how solid the structure appeared. As originally designed for tour companies operating off beaches in Cuba, Surveyor (as it is now known) carried three people. A tourist couple could sit alongside one another in the back, a more comfortable, enjoyable, and reassuring arrangement for people not familiar with flying a light aircraft. A single pilot sat in the front seat. For the U.S. market, Surveyor may have only two seats but both occupants will get a wind-in-their-hair feeling that understandably worked well in a resort setting. Eric observed that in other countries Surveyor can be outfitted for banner and glider towing and an ultra low volume or microspray system would allow Surveyor to be used for agricultural or insect control. (In the latter case, a homebuilder farmer can use such a machine on his own property.) Because Surveyor, like all Max Tedesco designs, has a 1,653 pound gross weight, the back seat can be converted to carry a 53-gallon hopper to hold crop treatments. Surveyor is proceeding through ASTM standards compliance and should be available in the last half of 2014, said Giles. Also in the latter half of 2014, World Aircraft plans to offer all models available in kit form; ELSA and Experimental Amateur-Built. Thinking about the agriculture use potential, it is worth noting that EAB kits have no gross weight allows 51%-built kits to be registered at their design gross weight of 1,653 pounds, yielding a useful load of more than 900 pounds, according to World Aircraft. A recreational pilot certificate or better with a medical is required to fly an EAB aircraft. The "Sport Edition" of World Aircraft's Spirit lists for $87,9950, a number that qualifies as quite a bargain in today's fleet of Light-Sport Aircraft. (That's less than $70,000 in 2004 dollars after adjusting for inflation since LSA burst on the scene ten years ago.) Surveyor has not been priced yet but logically it should be less given less material cost. "WAC builds ready-to-fly aircraft that are significantly less costly than any comparably-equipped light-sport aircraft on the market today. They are built in our new 23,000 square foot facility at Henry County Airport (KPHT) in Paris, Tennessee. Airframe painting involves a twice baked process in WAC's double-downdraft, triple-airflow paint booth. You can watch some short video animations of World Aircraft structure here. Further Surveyor specification follow: Wing span — 29.6 feet Wing Chord — 55.9 inches Wing Area — 137.6 square feet Length — 22.4 feet Design Gross Weight — 1,653 pounds; this weight permitted on EAB models U.S. LSA Gross Weight — 1,320 pounds Average Empty Weight — 675 pounds Fuel Capacity — 28 gallons While updating you about World Aircraft's new Surveyor, I went back to update an earlier article. Please click the link to see a clarification of my description of a Serbian Light-Sport candidate. Nearby you see how Surveyor looks on floats as used at beach-side resorts. The structure is well designed for this application. Note that this aircraft is fitted with two aft seats as described above.

As we scoured the sprawling acreage of AirVenture 2014 for aircraft we had not seen before, one flying machine confused my eye. Surveyor looked approximately like a Lockwood Drifter or maybe a single engine version of Drifter’s big brother, the twin engine AirCam. Since I like both Drifter and AirCam a great deal, taking that view of Surveyor is a form of high compliment. My video partner and I spoke to World Aircraft director Eric Giles and shot a video that will soon be available. Surveyor has no relationship to Drifter or AirCam but it does have a long heritage. The designer of all World Aircraft models — Spirit, Vision, Surveyor, and low-wing Freedom in development — is Max Tedesco, a talented engineer from Columbia. Many years ago, he created the open cockpit Surveyor and ten aircraft were sold to Cuba to provide aerial sightseeing for that island’s tourists.

Affordable Bearhawk LSA Quick-Build Kit at Oshkosh

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Are you lusting after a Cub lookalike but can't afford the steep price tags these popular flying machines carry? How about something much more affordable? A taildragger called Bearhawk has picked up accolades from AirVenture judges and owners appear very loyal. Sometimes those of us close to factory built Light-Sport Aircraft tend to forget about the homebuilt community. However, more pilots exercising the privileges of Sport Pilot are flying kit-built airplanes than ready-to-fly models, a trend that is likely to continue because a kit represents a lower cost option and one where the owner can more easily do all repair work. Let me clarify, though. Bearhawk is Sport Pilot eligible (using a term my longtime EAA friend, Ron Wagner, coined); it is technically not a Light-Sport. Bearhawk LSA made its debut at AirVenture two years ago as a prototype constructed by its designer, Bob Barrows. Recently a customer flew the first completed kit. Bearhawk Aircraft owner/builder Mark Goldberg completed the first Bearhawk LSA quick-build kit, N514AK, and flew it to AirVenture last month. The trip from Texas took 9.7 hours cruising at just under 100 mph while burning 4.5 gallons per hour. Portions of the flight were done at up to 118 mph consuming 6 gph Mark said. Goldberg's Bearhawk uses a Barrows-engineered 105-horsepower Continental Motors O-200 engine under the cowl. Following a four seat model, Bearhawk LSA is "a clean-sheet design with an all-new airfoil, developed by Harry Riblett," said Barrows. Construction is similar to other Bearhawk aircraft, with fuselage and tail surfaces of welded 4130 chromoly frames covered in fabric. The all aluminum, flush riveted wings are supported by a single strut. Bearhawk designs are popular for their solid performance and pleasant flight qualities. The designs are known for short field capability, gentle slow speed manners, yet manage reasonably high cruise speeds. The legions of folks buying Cubalike designs can consider Bearhawk and save a bundle while flying faster, not a bad combination. Bearhawk is available as a quick-build kit from the Austin, Texas company. Empty weight of Bearhawk LSA is 750+ pounds, depending on equipment an owner installs, yielding a useful load of 570 pounds. With 30-gallon tanks full of fuel, payload calculates to 390 pounds. Of course local flying can be done with less than that large amount of fuel; the 31-inch-wide cockpit will accommodate a couple big fellows in tandem seating (photo). As the airplane is designed for a maximum weight of 1,500 pounds, Bearhawk boasts an additional margin at the 1,320-pound LSA limit. A quick-build Bearhawk LSA with no welding required and wings completed to a significant extent — including full riveting of the top skin, fuel tanks, and ailerons — costs $36,000. The welded steel frame has all tabs in place and is primed and painted. Even with exterior paint, avionics, and a new O-200 engine, a completed airplane may cost less than $80,000 or about half of a basic model CubCrafters. Other engine choices (65 to 120 horsepower is supported) can further hold down the expense, especially if you find a good used powerplant. Here are additional specifications of Bearhawk LSA: Cruise Speed — 115-125 mph (100-110 knots) Landing Speed — 30 mph (26 knots) Range (with tanks full at 30 gallons) — 650 pounds Wing Span — 34 feet Wing Area — 171 square feet Length — 22 feet, 3 inches Height (in three point position) — 75 inches Cabin Width — 31 inches Cabin Length — 97 inches Bearhawk LSA nearly achieves the design holy grail of 4:1 top speed to stall speed (118 to 30 mph) but most importantly, here's an unpretentious aircraft you can probably afford. If you want to study first, plans-only are available at just $275. For more information on Bearhawk Aircraft visit the company's website, contact Bearhawk by email, or call 877-528-4776 (Central time).

Are you lusting after a Cub lookalike but can’t afford the steep price tags these popular flying machines carry? How about something much more affordable? A taildragger called Bearhawk has picked up accolades from AirVenture judges and owners appear very loyal. Sometimes those of us close to factory built Light-Sport Aircraft tend to forget about the homebuilt community. However, more pilots exercising the privileges of Sport Pilot are flying kit-built airplanes than ready-to-fly models, a trend that is likely to continue because a kit represents a lower cost option and one where the owner can more easily do all repair work. Let me clarify, though. Bearhawk is Sport Pilot eligible (using a term my longtime EAA friend, Ron Wagner, coined); it is technically not a Light-Sport. Bearhawk LSA made its debut at AirVenture two years ago as a prototype constructed by its designer, Bob Barrows. Recently a customer flew the first completed kit.

Van’s Aircraft Authorizes US Aviation of Texas

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An RV-12 owner departed from US Sport Planes after his first 25-hour service check. photo courtesy US Sport Planes

photo by Ed Hicks

Van's Aircraft has been creating highly successful designs for decades; more than 8,750 RV kits have been completed and are flying. Over 20,000 kits have been sold, cementing this Oregon company as the most successful kit aircraft company in history. In the last couple years, Van's has enlisted Synergy Air to fully build and deliver their RV-12 Light-Sport Entry. Before the ready-to-fly project began Van's had delivered more than 250 kit versions; the fleet of both kit and factory built RV-12s keeps growing. When that happens, many buyers — especially those who elected to purchase a factory-built '12 — need quality places to obtain services for their airplane. Recently a Texas aviation powerhouse, US Aviation and their US Sport Planes division, was approved as a Factory Authorized service center for the RV-12. Company executive Scott Severen, a longtime recreational aircraft enthusiast and businessman, has been very successful at securing similar approvals from many of the top LSA manufacturers. US Sport Planes has also been a Rotax Service Center for several years and has more than 20 A&P mechanics on staff. "Van's Aircraft has recognized US Sport Planes of Denton, Texas," reported the company. "We received good comments from our customers about US Aviation. We are pleased to have them assist our customers in the central U.S.," commented Scott Risan, President and General Manager of Van's Aircraft. RV-12 owners can expect services such as oil changes, conditional inspections, plus major structural repairs. US Sport Planes avionics shop is approved as a Dynon installation and service center. "This is a natural flow for us as we service the bigger RVs already, and have a depth of knowledge of the LSA world. We are fortunate to assist RV owners and we strive to make it very convenient to have reliable work performed," reported Severen who serves as Director of Business Development. US Aviation is based at the Denton Airport north of Dallas/Ft. Worth, Texas. The business provides a full range for Light-Sport services as well as certified single, multiengine, and turboprop maintenance as FAA 145 Repair Station U9FR750K. Sport Pilots will appreciate that US Sport Planes is a LSA-friendly, full service FBO that offers exceptional amenities at Denton Airport (KDTO). The operation is open every day and sits outside the DFW Class B airspace. "We often provide return flights for customers bringing their aircraft in for service and your plane enjoys a complimentary wash with service," assured US Sport Planes. For more information on Van's Aircraft services (or many other LSA), contact Scott Severen by email, call 940-297-6446, or visit US Sport Planes' website.

Van’s Aircraft has been creating highly successful designs for decades; more than 8,750 RV kits have been completed and are flying. Over 20,000 kits have been sold, cementing this Oregon company as the most successful kit aircraft company in history. In the last couple years, Van’s has enlisted Synergy Air to fully build and deliver their RV-12 Light-Sport Entry. Before the ready-to-fly project began Van’s had delivered more than 250 kit versions; the fleet of both kit and factory built RV-12s keeps growing. When that happens, many buyers — especially those who elected to purchase a factory-built ’12 — need quality places to obtain services for their airplane. Recently a Texas aviation powerhouse, US Aviation and their US Sport Planes division, was approved as a Factory Authorized service center for the RV-12. Company executive Scott Severen, a longtime recreational aircraft enthusiast and businessman, has been very successful at securing similar approvals from many of the top LSA manufacturers.

Sonex Roars, Purrs, & Glides; Factory-Built Van’s

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The Sonex airplane and company is based in Oshkosh Wisconsin near EAA.

Want something different? Sonex probably has a model you'll like and they all have remarkably low prices.

Sonex Aircraft's AeroVee engine.

Dick VanGrusven created the extensive RV line with more than 8,000 flying. Read my flight review of the RV-12.

Two key members of AKIA stopped by the LSA Mall at the new & improved Paradise City last week. AKIA? The Aircraft Kit Industry Association is a new group formed in July last year seeking cooperation between kit aircraft builders. Leaders include Van's Aircraft and Sonex. Both have been making Light-Sport models, or what more correctly might be called "Sport Pilot eligible" or "Light-Sport-compliant aircraft." Experimental Amateur Built (EAB) aircraft are technically not LSA even if they meet all parameters. Sonex and Van's are upstanding producers of very popular aircraft and they have their eyes clearly on the light aircraft sector that is showing great resilience in a perpetually sluggish economy. Each company has too much info to fully cover here but a birds-eye view may encourage you to seek more. Sonex Aircraft is based in Oshkosh, Wisconsin, right across the field from EAA's headquarters. The company is so active on so many fronts that I will only provide a general view. However, their nicely-designed website is chock-full of information. One cool story involves a fellow, Michael Jackson, who is ambitiously building his Xenos Motorglider fuselage and wings in a Jersey City townhouse; I loved the photos of him hauling an aircraft out the front door. It takes considerable effort to keep a website up-to-date and the Sonex staff obviously takes great pride with their's. SonexAircraft.com is easy to navigate and I suspect you could spend hours viewing all that is available. Their aircraft (photos) include Sonex, Waiex, Xenos, or Onex. Every one can be built for remarkably little money, no doubt a major reason for their ongoing success in the kit aircraft business. I've gotten to know several of their staff and find them to be smart, honest folks, which adds to the appeal of doing business with them. Sonex has it all: a single place, folding wing machine called Onex ("one-ex"); two place models bearing the company name Sonex, a Y-tailed variation called Waiex, and a long winged motorglider called Xenos. They've experimented with electric-powered models along with a jet powered version — cleverly named SubSonex — and if that wasn't enough, they have their own engine line called AeroVee, which by the way, you also build as a kit. For all their kits, the Sonex team regular does builder workshops; they've trained more than 2,000 people this way. Sheesh! Have these Oshfolks left any stone unturned? It sure doesn't seem so. I've flown a couple of these models over the years though I profess to liking the Xenos motorglider as I love the ever-changing challenge of catching and riding thermals aloft. Van's Switches Gears — Leading the kit industry is Van's Aircraft with a remarkable 8,100+ RVs flying. Now the top dog is moving slowly into what they call a "trial production" phase of fully-built RV-12s. "We're kind of taking it gradually into this new arena," Dick VanGrunsven told our friends over at AVweb (listen to their podcast). Van's announced a deal to build ready-to-fly RV-12s at last year's AOPA Summit. AVweb reported Van's "almost instantly got the support ... needed to start its trial production run" in concert with partner Synergy Air of Eugene, Oregon. AVweb went on to observe the first dozen aircraft were sold the first day and several others were put on a waiting list. Now I understand the initial run is almost finished; deliveries are expected by summer 2013. I'm excited by Van's entry to fully build and their way to do it shows one of the many ways the LSA rule is unique. You can watch videos about the RV-12 here and here. • See a video with Sonex CEO Jeremy Monnett where we look at their AeroVee engine plus several of their aircraft models. • Also check out more than 250 videos, all about light aircraft and every one free.

Two key members of AKIA stopped by the LSA Mall at the new & improved Paradise City last week. AKIA? The Aircraft Kit Industry Association is a new group formed in July last year seeking cooperation between kit aircraft builders. Leaders include Van’s Aircraft and Sonex. Both have been making Light-Sport models, or what more correctly might be called “Sport Pilot eligible” or “Light-Sport-compliant aircraft.” Experimental Amateur Built (EAB) aircraft are technically not LSA even if they meet all parameters. Sonex and Van’s are upstanding producers of very popular aircraft and they have their eyes clearly on the light aircraft sector that is showing great resilience in a perpetually sluggish economy. Each company has too much info to fully cover here but a birds-eye view may encourage you to seek more. Sonex Aircraft is based in Oshkosh, Wisconsin, right across the field from EAA’s headquarters. The company is so active on so many fronts that I will only provide a general view.

Post-Oshkosh 2013 Quick Review

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At the big show EAA likes to call the Summer Celebration of Flight, we rove the grounds seeking new airplanes, new engines or propulsion systems, new panel gear, updated models and more. In this very fast tour, we'll zoom around AirVenture for a glance at some airplanes and components that caught our attention. In subsequent posts we'll delve a bit more deeply into certain ideas we thought were novel. All photos accompanying this article are courtesy of Light Sport and Ultralight Flyer, producer of the 300+ videos you can find on this website. Rans showed off their new S-20 Raven. Those who thought designer and company boss Randy Schlitter got stuck on S-19 were wrong (it's never wise to think he's done designing). His new Raven combines elements of the S-6 and S-7, namely the side-by-side seating of the S-6, with the welded spaceframe and superwide door of the S-7. It also has the S-7's wings and that's great as this is one of their sweetest flying aircraft. However, for those who didn't like the S-7's tandem seating, well ... problem fixed. The S-20 also has easily removed, reclining seats that could make this quite a camping aircraft. A huge luggage area also helps. Here's more info. SkyReach showed off two of their still-very-modestly priced BushCats. You already know these airplanes but under the name Rainbow (former company) and Cheetah (former model name). SkyReach and their new U.S. distributors, Aero Sport Planes, unveiled a new taildragger version for the many that like "standard" gear, all decked out as a "Police" airplane though that was merely decoration not actual function. They also showed a model on some clean-looking composite amphibious floats. These are LSA you can afford, priced in the $50-60,000 range depending on equipment. Yes, you can obtain them in somewhat less attention-getting coloration. Here's more info. Quicksilver charged on the Oshkosh 2013 scene with three announcements: (1) a partnership with a company doing public-use aircraft. Ident LLC will employ the GT500 in a variation they call Mosquito; (2) the new EMG for Electric Motor Glider, a partnership with Brian and Carol Carpenter and their company Tangent Aviation; and (3) Quicksilver's Sport 2S that is nearly done with ASTM approval. It's taken this industry leader a long time to join the Special LSA sector, but new owners a year and half ago set out on the mission which will conclude with an FAA audit in September. Soon, you can buy a factory built Sport 2S for $39,995. The Temecula, California company will continue offering kits and will add ELSA after they win SLSA approval. Here's more info. Another company that did very well with kits over the last 20 years is Progressive Aerodyne, famous for their SeaRey flying boat that boats more than 500 kits flying. These owners compose an intensely loyal group of seaplane pilots but all had to push through the effort of kit building. For some, this is highly satisfying, but for lots of folks, building a fairly complex airplane kit is too much work or they don't have the time. Fear not, you can now buy a factory built SeaReay and you'll spend far less money than most other seaplanes. Plus you can have it soon, rather than waiting for your distant delivery slot to come to the top of the list. SeaRey gave demo rides daily at Oshkosh's Seaplane Base. Here's more info. It was here — you knew it as the Kappa KP-5 — and then it disappeared ... for several years. Now, welcome back to the renamed SkyLeader 600. More deluxe than before and with a high-fashion interior, SkyLeader uses the sliding bubble canopy and the excellent handling of the KP-5. Yet, the 600 upgraded the staggered seating that effectively gave more room in the older model by seating the two occupants unevenly to one another; not everyone loved it and the new SkyLeader 600 is bigger so side-by-side seats are still roomy for hamburger-loving Americans. SkyLeader is officially still Jihlavan Airplanes but you don't need to twist your tongue around the more challenging Czech brand name. Just say "SkyLeader" and call rep, Randell Dutton, based near Jacksonville, Florida (904-677-2408). Here's more info. CubCrafters continues to shine brightly in the LSA universe and the western company is maintaing their delivery pace (they'll likely exceed 50 units in 2013). One reason for their success is a potent 180-horsepower engine that lifts the CarbonCub SS (video) like a homesick angel. Now Czech-based Zlin has a related machine. The iCub and Savage used Rotax power, but a Titan engine gives Zlin's new Cub-S 180 horses to bring great vigor to a vintage design. American Legend is also having an improved year with the Cub-like concept so why not a third entry ... especially at a lower price point? U.S. distributor SportairUSA hosted visitors at a huge tent display with two Zlin airplanes inside, the other being the open sided Bobber that you can customize like a Harley motorcycle. Here's more info. Tecnam is a very active company with more LSA models than any other LSA supplier and more variations of those models than, well ... any company. Only Pipistrel comes close. One model we were eager to look over was SeaSky, an obvious name when you see the P92 model set atop amphibious floats. We shot a video with Florida-based representative Tristan Raab and how appropriate given his location at Winter Haven, home to world famous Jack Brown Seaplane Base where so many have earned their seaplane rating. Tecnam developed their own composite floats and Oshkosh visitors saw the first one in the USA. As summer gives way to fall and winter, you may want to contact Tristan about a flight in this newest Tecnam variant (518-428-0804). Here's more info. Tecnam's SeaSky is a recreational aircraft with its water capabilities but for those who want a smooth sleek speedster, how about one of the prettiest LSA on the market, P2008. A fine credit to Italian design, the P2008 is now more muscular, with the first ever installation of the powerful Rotax 914 turbocharged engine. If you live in one of the high elevation western states, this might be your bird of choice given it offers another 15 horses over the Rotax 912's 100-hp. However, you can only use 115-hp for a few minutes, so an important fact we learned was that the 914 can produce a higher percentage of the continuously available 100 horses to a much higher altitude, thanks to turbo boost that operates full time. Another worthy point: installing the 914 may take more engineering but operating the potent engine is simple. Here's more info. Sporty's Pilot Shop took some time to give up a preference for the Recreational Pilot certificate. However, as their annual sweepstakes shows, they've made the shift to Light-Sport now, giving away an American Legend this year and planning to award this (photo) sweet-looking RV-12 for next year. Plus, the lucky winning owner won't have to build it because Van's Aircraft partnered with local business Synergy Air to make dozen-lot runs of fully built RV-12s. The first ones bear a special marking, that of company founder and legendary designer, Dick VanGrunsven. The first 12 aircraft Synergy built includes this one that has Van's signature on the pilot's side. You can win this handsome, well-equipped aircraft just for buying something from Sportys and they've got a lot to offer so you ought to be able to find something you need or like. Here's more info. It appears the time for aerobatic Light-Sport Aircraft has arrived. First, we did a video about Tecnam's Snap single place aerobatic aircraft and at Oshkosh 2013, we found the Panther from Panther Sport Aircraft. Using a 100-horsepower Corvair engine, company boss and designer Dan Weseman says the also-single-place Panther can do "mild aerobatics, like an RV-4 can." The new aircraft offers a number of features, which you can catch on our video. Sold as an Experimental Amateur Built aircraft, Panther meets LSA parameters allowing use by a Sport Pilot certificate holder. Since it's a kit, the Florida-based company will support several different engine installations. Here's more info. Shown to the public for the first time at AirVenture 2012 (before they even had a name for it), Just Aircraft amazed last year's crowd with the takeoff and landing performance of their now-named SuperSTOL. I've flown this airplane (video) to find it has some of the most docile handling you can imagine from an airplane that looks rather extreme or radical. Yet it's the way it leaves the ground and perhaps even more so the way it returns to the runway that drops watcher's jaws to the ground. Flying with factory demo pilot and lead designer Troy Woodland, we made seven landings with the stick full aft from half way out in the airport pattern all the way to surface yet we had full control and the touchdown was pillow soft, every time. Even after experiencing it, the results are hard to accept. The nearby photo catches the wing in full operation with flaps deployed and leading edge slats out. You can also see the major shock absorbers on the main gear and another on the tailwheel. Here's more info. I've done some other writing about SkyCraft (see here) but we haven't shown you the engine installation. SkyCraft reported at Oshkosh that they are ready for the FAA to visit seeking the agency's acceptance as a new fully-built Special LSA (last year they were planning to offer a kit, but chose to go forward with factory building the Czech design). SkyCraft will use the Hirth F-23 two stroke engine. Helping to permit their very attractive price ($55,000), the company will install the dual ignition, fuel-injected 50-horsepower Hirth that operates at the refreshingly low fuel burn of just 1.8 gph. The lightweight engine gives a 1,000 hour time before overhaul but SkyCraft offers a free top-end overhaul at 500 hours. Likewise, their prop has a 600 hour overhaul point but when those hours are reached, SkyCraft is offering to replace the prop ... for free. This young company has some consumer-friendly ideas and, if it turns out as they expected at Oshkosh, they'll be the first single seater approved as a SLSA. Here's more info. Renegade Light Sport Aircraft worked for many months on installing the Lycoming O-233 LSA engine into a pair of FK-12 Comets. The now-Florida-based company cited difficulties working with the Poland-based FK Lightplane manufacturer as a reason to stop that effort, but they immediately turned their attention to an aircraft modeled after of the Pitts S1S. Another biplane the Pitts has quite a reputation as a high performing small aircraft that is not burdensome to own and operate. Renegade plans to enlarge the cockpit and make significant use of carbon fiber to keep the single seater light and agile. At Oshkosh, they showed the Lil' Rascal (they can't use the Pitts name, of course) in nearly full clothing. We'll keep an eye on this development. Here's more info. We already reported and lots of other media have offered plenty of media to GreenWing International, the producer of the now-on-sale eSpyder pure electric aircraft. The company was featured in EAA's Innovations pavilion and flew a two-aircraft airshow routine, which you could hardly hear as the electric motor is quieter at full power than two people having a conversation. Another thing we didn't hear much about was charging the batteries. Our nearby photo show a buttoned-up eSpyder taking on juice for another hour-long flight. The smart charger talks via Bluetooth technology to each battery cell, assessing the health and needs of each segment of the battery set. Note the big power plug kept out of morning moisture (arrow). Such "fueling" is a new requirement for aircraft flying at Oshkosh, but the volunteers in the Ultralight Area handled it like old pros. Here's more info. eSpdyer wasn't the only electric aircraft regularly flying at Oshkosh. Mark Bierle flew his eGull as he has for the last few years. This soft-spoken but brilliant designer has been hard at work on electric power for several years and may be one of the most innovative in trying new ideas. This year he had a particularly potent motor in the usual pusher configuration. reportedly delivering the equivalent of 55 horsepower, Mark's lightweight, single place eGull zoomed into the sky with great enthusiasm. Since pilots seem to always vote for more rather than less power, I can imagine this could be a trend started by Bierle that might play out among other electric aircraft producers. One downside is that a bigger motor empties batteries quicker, but the same can be said about bigger gasoline engines burning more fuel yet that doesn't appear to have reduced demand for bigger engines. Here's more info. As I wind up this quick tour of interesting stuff at Oshkosh, I have to pay a bit of tribute to one of our longtime aircraft suppliers, Quad City Ultralight Aircraft. This company has delivered more than 3,500 aircraft, every one of them very reasonably priced. They're also all kit aircraft but it's clear the building proposition hasn't discouraged many from taking to the skies. Now, the company was able to trumpet its 30th anniversary and all the while the company has had the same leader, Dave Goulet. Congratulations to Dave and his team for a job well done over a long, long time. As if in honor of the company's birthday, three of four AirVenture 2013 awards in the Ultralight category went to Challenger builders including LSA Grand Champion, Gold Lindy winner Mike Riley. Here's more info. Last but certainly not least in my mind was a salute to an old friend who sadly won't be joining us anymore. Frank Beagle was for years the announcer for the Ultralight Area. His powerful bass voice could be heard throughout the public address system pretty much all day every day and he knew his light aircraft. So, it seems enormously fitting that the leaders and volunteers of this part of Oshkosh named the announcer's stand "The Beagles Nest" complete with a large plaque to commemorate Frank's decades of volunteer effort on behalf of light, recreational aviation. A dedicated 'Dac (Pterodactyl ultralight) pilot, Frank was also a friend to me and many others so we can all take pleasure at seeing his name emblazoned on the side of the announcer's stand. A tribute was also held for Frank during Oshkosh 2013.

At the big show EAA likes to call the Summer Celebration of Flight, we rove the grounds seeking new airplanes, new engines or propulsion systems, new panel gear, updated models and more. In this very fast tour, we’ll zoom around AirVenture for a glance at some airplanes and components that caught our attention. In subsequent posts we’ll delve a bit more deeply into certain ideas we thought were novel. All photos accompanying this article are courtesy of Light Sport and Ultralight Flyer, producer of the 300+ videos you can find on this website. Rans showed off their new S-20 Raven. Those who thought designer and company boss Randy Schlitter got stuck on S-19 were wrong (it’s never wise to think he’s done designing). His new Raven combines elements of the S-6 and S-7, namely the side-by-side seating of the S-6, with the welded spaceframe and superwide door of the S-7.

Final Newsbits Before AirVenture 2014 Starts

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Garmin's new 7-inch G3X Touch paired with their 10.6-inch display.

Wheel and brake developer Beringer introduced this 4-inch wheel for smaller aircraft along with other new products.

Van's Aircraft along with fully-built partner Synergy offers this new dual large screen Dynon panel.

Sam Aircraft is bringing this "X-ray view" Sam LS to AirVenture 2014 wherei it is sure to appear in many photos.

Garmin has a new smaller version of their very impressive G3X Touch. I examined this at Sun 'n Fun when it was debuted in the 10-inch screen and came away highly impressed after two reviews on videos. For a billion-dollar company Garmin remains passionately inventive and surprisingly nimble. They keep the heat on now introducing a 7-inch G3X Touch display, described as "a high-resolution infrared touchscreen display designed for experimental amateur-built and Light-Sport Aircraft to compliments their existing 10.6-inch G3X Touch system." Pilots and homebuilders concerned about instrument panel height and width constraints should be pleased to have the 7-inch option. All G3X Touch displays support Connext that allows wireless flight plan transfer between the company's Garmin Pilot app on an iOS or select Android mobile device. "A well-equipped 7-inch G3X Touch system, which includes SVX, video input, a built-in WAAS GPS receiver, ADAHRS, magnetometer, OAT probe, interactive mapping and more, starts at $4,599," said Garmin officials. Beringer is another company that simply won't slow down. Or, is that right? Honestly, Beringer people go to work every day literally trying to slow down, specifically to slow down your aircraft. The French wheel and brake maker with operations in the USA keeps its engineers working hard and has several new products ready for AirVenture 2014. One that caught my eye as it could work so well for smaller, lighter aircraft is their new 4-inch wheel. These small wheels that ought to work well for ultralights or in light LSA weigh only 39 ounces. Beringer said these are "powerful brakes with a single-piston caliper with sintered metal pads and floating disc." They say maintenance is easier thanks to sealed ball bearing and no tire tube. The 4-inch wheel is appropriate for aircraft weighing 330 to 770 pounds. All Beringer products carry higher price tags to cover the advanced state of their technology and their finely finished hardware. The new wheels are $459 each for wheel, brake, and disc. • The company also offers a new 6-inch wheel for STOL and Light-Sport Aircraft that use a robust 1.5-inch axle that supports tundra tires. Of course, this is the same company with the excellent anti-groundloop tailwheel as discussed here. Van's Aircraft, their SLSA-building partner Synergy Air, and Dynon Avionics announced availability for a dual screen SkyView Touch option for the factory-built RV-12, available starting September 1st this year. "An option for twin large screens of Dynon's touch-based system provides a larger view of mapping and the ability to share information across screens," said Van's Aircraft. "[This also offers] redundancy in the rare event that one of the screens fail." Van's added that the second large screen on the right side of the panel gives better access to flight information for passengers and copilots while improving the airplane as a platform for flight training. Van's advises the second large screen costs only $4,545. "The base price of an RV-12 S-LSA remains at $115,000 [and] the fully equipped model with all available options, including dual screens, is now $128,845. See more at one of the two RV-12 exhibits at Oshkosh. Van's and Synergy have aircraft at both the Van's booth and the 10th Year Anniversary LSA Exhibit at show center. For more, visit the official RV-12 SLSA website. Dynon also announced availability of their new SkyView 11 software with more than "60 new features and improvements." Video appearing on screen is one of these new upgrades. Sam Aircraft's Thierry Zibi seems to prepare well for airshows. He first used airshows to collect information from potential buyers so that he created an airplane with customer interest already developed. The result was a distinctive retro look that is unlike anything else in the LSA space, a sort of 1950s fighter appearance but with all the modern features. After getting Sam LS in the air this French Canadian entrepreneur made the rounds at all the top shows and succeeded at securing several good pilot reports including my article. To Oshkosh, he will bring a very distinctively decorated Sam LS that may remind alert observers of the similarly fetching exterior finish shown by the folks at Icon Aircraft at last year's AirVenture. Come see this unusual treatment at North Aircraft Display 626 where all the kit companies tend to cluster. Those not attending AirVenture (too bad, so sad) will surely see this airplane in many pictures taken by media people and passers by. AirVenture 2014 is "Disneyland for Airplanes" and we can hardy wait for the event to start. Stay tuned for more ... !

Garmin has a new smaller version of their very impressive G3X Touch. I examined this at Sun ‘n Fun when it was debuted in the 10-inch screen and came away highly impressed after two reviews on videos. For a billion-dollar company Garmin remains passionately inventive and surprisingly nimble. They keep the heat on now introducing a 7-inch G3X Touch display, described as “a high-resolution infrared touchscreen display designed for experimental amateur-built and Light-Sport Aircraft to compliments their existing 10.6-inch G3X Touch system.” Pilots and homebuilders concerned about instrument panel height and width constraints should be pleased to have the 7-inch option. All G3X Touch displays support Connext that allows wireless flight plan transfer between the company’s Garmin Pilot app on an iOS or select Android mobile device. “A well-equipped 7-inch G3X Touch system, which includes SVX, video input, a built-in WAAS GPS receiver, ADAHRS, magnetometer, OAT probe, interactive mapping and more, starts at $4,599,” said Garmin officials.

First Factory-Built Van’s RV-12 Delivered

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Note the Dick VansGrunsven "Signature Series" (arrow).

Forty years and more than 8,000 airplanes flying easily makes Van's Aircraft the most prolific kit aircraft supplier in the history of aviation. Does anyone in flying not know about the RV-series? What everyone may not know (or remember) is that Van's entered into a deal with Synergy Air to fully build an initial run of a dozen ready-to-fly RV-12s as they enter into the new and quite different realm of manufactured aircraft under the Light-Sport Aircraft rule. "We're kind of taking it gradually into this new arena," admitted company founder, Dick VanGrunsven as reported by our friends over at AVweb. Synergy Air is a well-established company providing instructional seminars, videos, and builder assistance to complete kit airplanes and is located at the Eugene, Oregon airport. Van's noted that, "A total of twelve Signature Series airplanes have been completed or are under construction. All have been sold and are expected to be delivered to their new owners before the end of the year." On May 31st 2013 the first fly-away RV-12 went to customer George Longino. He traveled to Van's Aircraft's Aurora, Oregon, facility and accepted the key to his new Signature Series RV-12 Special LSA from VanGrunsven (photo). George will receive training from RV expert Mike Seager. Van's provides training as part of the purchase price and Mike helped George get comfortable and proficient in his new airplane. Afterward the pair flew the airplane to its new home near Dallas, Texas. I flew with Mike three years ago and can attest to this man being at one with any RV. If you like, read my mini report on the Light-Sport RV. You can also check out a couple videos we've done on the RV-12 but it is genuinely exciting to see the SLSA version come to market. Another of the videos said Van's didn't expect to fully build but eventually they found a way. Of course, EAB or ELSA kit versions will also continue to be offered; Van's reported earlier that more than 200 kit RV-12s were flying. In another coup for Van's Aircraft, Sporty's Pilot Shop announced that they'll give away an RV-12 in their next year's Sweepstakes. The big mail order house announced that on May 17, 2014, a Sporty's customer will win an RV-12 equipped with two-axis autopilot, Dynon Skyview glass panel including ADS-B, custom interior lighting, and wheel fairings. So, if you need some pilot gear and don't want to buy your own SLSA, you can get more info about a chance to win a free RV-12 in the company's Sweepstakes contest. Although Sporty's warmed up slowly to the Light-Sport Aircraft category, they've taken quite a shine to them for prizes. In 2013, the Batavia, Ohio outfit gave away a Legend Cub and in 2010 Sporty's awarded a Skycatcher to a lucky customer. In addition EAA and AOPA have used LSA as sweepstakes airplanes. When the RV-12 was announced at AOPA in Palm Springs last year, Van's offered a base introductory price of $105,000 including a carbureted Rotax 912ULS engine, Dynon Skyview, Garmin SL-40 radio, Flightcom stereo intercom, 406Mhz ELT, Flightline interior, and LED lighting for night flight. The first 12 RV-12s are all "Signature Edition" models and include a fuller option set including wheelpants, ADS-B equipment, a two-axis autopilot, premium paint finishes, and Oregon Aero seats and interior for an introductory price of $115,000.

Forty years and more than 8,000 airplanes flying easily makes Van’s Aircraft the most prolific kit aircraft supplier in the history of aviation. Does anyone in flying not know about the RV-series? What everyone may not know (or remember) is that Van’s entered into a deal with Synergy Air to fully build an initial run of a dozen ready-to-fly RV-12s as they enter into the new and quite different realm of manufactured aircraft under the Light-Sport Aircraft rule. “We’re kind of taking it gradually into this new arena,” admitted company founder, Dick VanGrunsven as reported by our friends over at AVweb. Synergy Air is a well-established company providing instructional seminars, videos, and builder assistance to complete kit airplanes and is located at the Eugene, Oregon airport. Van’s noted that, “A total of twelve Signature Series airplanes have been completed or are under construction. All have been sold and are expected to be delivered to their new owners before the end of the year.” On May 31st 2013 the first fly-away RV-12 went to customer George Longino.

Crumple Zones Coming to Light Aircraft

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Flight Design's coming C4 four seater; it will fly in fall 2014.

More LSA producers are getting involved with what might be called LSA 4.0.

For more than 100 years, cars have had accidents and if they were severe enough, the results were poor (photo). This was long before seat belts, airbags, breakaway steering columns, padded dashboards, and many other features we take for granted today. It was also before the concept of crumple zones. Typically, crumple zones are located in the front part of the vehicle to absorb the impact of a head-on collision because 65% of crashes are frontal impacts, according to a British study. Crumple zones accomplish two safety goals: They reduce the initial force of the crash; and they redistribute the force before it reaches the vehicle's occupants.This idea has been around more than 60 years and has become standard in the modern era of passenger car design. One of the first examples of crumple zone research is coming from Mercedes-Benz in the mid-1950s, so perhaps it is fitting that some of the first crumple zone technology to be applied to light aircraft has the sponsorship of the German government along with German industry players. German aircraft producer Flight Design, which most readers recognize as one of the leading companies in manufacturing Light-Sport Aircraft, is deep into development of their new four seater, called the C4. This is one of a flock of what I've called the "New GA," and what my journalist friend Marino Boric calls "LSA 4.0." (I like his phrase and will probably adopt it as this website delves deeper into such emerging aircraft.) Flight Design has teamed up with a group of German companies and government entities in creating the first edition of crumple zone methods for light planes. "We are pioneering a new safety technology," noted company technical director Oliver Reinhardt at a press conference at AirVenture 2014. Flight Design USA, the German producer's importer for North America, has long supported safety technologies, for example, choosing to install BRS airframe parachutes as standard equipment in their CT line of LSA. Oliver stated that the C4 is the "Lead User" as they strive to create what Flight Design calls the "Occupant Protective Safety Box." The company will enter into full-scale testing this year. Their C4 will fly in a month or so and expects to arrive on the market in the next couple years. Crumple zones are areas of a vehicle that are designed to deform and crumple in a collision. This absorbs some of the energy of the impact, preventing it from being transmitted to the occupants. According to HowStuffWorks, "Simple designs can include frame segments built to bend in certain areas or collapse onto themselves. More advanced designs can utilize a variety of metals and other materials carefully engineered to absorb as much kinetic energy as possible. High-performance cars often use a honeycomb design, which offers stiffness under normal conditions, but can collapse and crumple in a crash." In airplanes, the ideas are similar but airplane designs do not have the luxury of adding much weight to meet the crash forces. While cars also strive for lightness — consider Ford's new aluminum body F150 — airplanes must stay on a strict weight diet. Most pilots will be interested to know this will not be proprietary to Flight Design, as Mercedes Benz attempted with patents back in the '50s. Flight Design has worked in concert with the German government and many leading technical groups to create a "Safety Box" system to protect occupants. While Flight Design is the lead airframe provider for the concept, the methods discovered will be made available to all brands. Once techniques have been evaluated and proven to add safety values, all LSA and LSA 4.0 producers will have access to the study and testing. Flight Design may have it first due to their industry collaboration but company officials agreed with design team members this is too important to try to keep private. • I wish to observe that other aircraft currently use elements of impact design. Even the ultralight CGS Hawk and lightplanes such as Belite have well conceived structures that helped pilots survive crashes yet to my knowledge no comprehensive study has been undertaken. As Flight Design and their partners move forward, I will look to update this introduction to crumple zones for airplanes.

For more than 100 years, cars have had accidents and if they were severe enough, the results were poor (photo). This was long before seat belts, airbags, breakaway steering columns, padded dashboards, and many other features we take for granted today. It was also before the concept of crumple zones. Typically, crumple zones are located in the front part of the vehicle to absorb the impact of a head-on collision because 65% of crashes are frontal impacts, according to a British study. Crumple zones accomplish two safety goals: They reduce the initial force of the crash; and they redistribute the force before it reaches the vehicle’s occupants.This idea has been around more than 60 years and has become standard in the modern era of passenger car design. One of the first examples of crumple zone research is coming from Mercedes-Benz in the mid-1950s, so perhaps it is fitting that some of the first crumple zone technology to be applied to light aircraft has the sponsorship of the German government along with German industry players.

Is This the “New GA?” … LSA Four Seaters

By Dan Johnson || 2 Comments (Edit)

The Airplane Factory is flying the Sling 4.

Flight Design will fly its C4 this summer.

Tecnam is progressing fast with the P2010; it has been flying for months.

Alpi Aviation offered their Century 400 with retractable gear at Aero 2014.

Slovenia'sC2P company showed their handsome One Aircraft creation at Aero.

Something of a stealth invasion is beginning. I refer to an emerging flock of four seat Light-Sport Aircraft. Of course, most readers are aware that no such birds exist as LSA (in the FAA's code, anyway). By U.S. regulation Light-Sport are two seat aircraft. Other nations have some different ideas. For now, suffice it to say the "LSA 4s" — as I choose to call them for this article — are on final. In the past I've written about Evektor's Cobra, one of the first in this group, arriving so early that you probably would not call it a "LSA-like" airplane. The southern Czech company enjoyed success with their SportStar and Harmony, smaller siblings to a four seater they flew several years ago. After Evektor (coincidentally also the very first LSA to be approved), we began to hear about Flight Design's C4 modeled on their LSA market-leading CT series. Another was the Tecnam P2010 that looks like their gorgeous P2008 LSA grew up a bit. Tecnam is flying their P2010 and Flight Design expects to fly their C4 before AirVenture 2014. Similarly, Pipistrel is flying their Panthera. Those four well known LSA producers are not alone. Another you know is the Sling LSA, a sharp two seater from South African producer The Airplane Factory. However, this fairly new company (whose principals have a long history under other names) has also flown their four seat Sling 4 not just around the test area but around the entire globe (see video at end). Recently The Airplane Factory USA announced the arrival of the first Sling 4 kits, earning them the cover of Kitplanes magazine. "That's likely not the end of this developing story. Among American builders, one wonders with the success of the RV-12 (hundreds of kits already underway and a growing number of fully-built SLSA versions following), could Van's Aircraft consider making the RV-10 four seater under the new industry consensus method? They certainly could; it seems only a question of will and financing. The emergence of these four seaters may be made enormously more practical by the creation of industry consensus standards for FAA Type Certified airplanes. The effort is aimed at reducing the cost of complying with government certification. This topic is pretty dull reading, I realize, but the pocketbook implications are immense. Do you wonder why the one-time $130,000 Cirrus SR20 four seater now can run well over $800,000 (albeit as a sophisticated, turbocharged five-seater in deluxe form)? To understand, you need look no further than the "$8,000 angle of attack indicator." This poster child instrument was held up by GAMA as the reason Part 23 aircraft development is so ponderous; any change to a Type Certified aircraft means lots of new expense ... so the aircraft improve slower than technology evolves. GAMA's pushing highlighted the problem to FAA and the agency responding by adopting a new mantra: "Twice the safety at half the cost." An AoA cost $8 grand in a GA aircraft while it is only $800 in an Experimental, said GAMA. They may not have known an AoA costs only about $200 in a Light-Sport. New ideas about upgraded instrument panels were part of Flight Design's C4 announcements: they'll use a mix of TSO-approved instruments and non-TSO. This and more is possible under the new ASTM F44 industry consensus standards being prepared. This work is well underway; aircraft could be flying under these new rules in a few years. Behind the regulatory or consensus standards curtain more important things are happening. Some of these four seaters will be built in the USA. It's true. The light aviation industry may be "importing" (more accurately, preserving U.S.) jobs in contrast to what the media yelps about all the time ... "We're exporting jobs overseas!" is a common lament of journalists and politicians. So, Tecnam made a splash at Sun 'n Fun 2014 with their announcement of a large new facility at the Sebring, Florida airport. They stated plans to be considering manufacturing at this facility. Flight Design told journalists at press conferences that they plan to assemble and eventually fully build their C4 (and CTLS Light-Sport) in Vermont. Recently I learned that The Airplane Factory is studying possible U.S. production, although at present the Sling 4 is available only as a kit. I am also aware of a couple other LSA designs that have four seat potential as an essential design element. That's nothing new as the Jabiru J230 LSA is essentially a four seat model with the rear seats removed and the Paradise P1 is presently a four seater in Brazil formerly sold in the USA as a roomy two seat LSA. While we wait on the FAA-certifiable four seaters, Europe is already building some 2+2 models with compact rear seats (photos). Does this article mean ByDanJohnson.com is going to start covering four seat aircraft? Well, no and yes. No, in the sense that we remain fully focused on Light-Sport, light kits, and ultralights. Yet as these "LSA 4s" begin to hit the market, yes, I fully intend to keep a close eye on them. One good reason is that companies like Evektor, Flight Design, Tecnam, Pipistrel, and The Airplane Factory can become more solid businesses with a full line of aircraft. All have confirmed they plan to continue making LSA but their enterprise will be better able to support LSA buyers if their overall business is on more solid footing. At the ten year anniversary of LSA, with a building wave of some very impressive LSA seaplanes and more land planes, yet while single seat ultralight vehicles are also finding a more secure niche, we have still another front headed our way. We'll work to keep you informed about LSA 4s as they develop. TAF main man Mike Blythe and his partners are exemplary long distance pilots and entertaining film makers. You may enjoying watching this report on their circumnavigation flight.

Something of a stealth invasion is beginning. I refer to an emerging flock of four seat Light-Sport Aircraft. Of course, most readers are aware that no such birds exist as LSA (in the FAA’s code, anyway). By U.S. regulation Light-Sport are two seat aircraft. Other nations have some different ideas. For now, suffice it to say the “LSA 4s” — as I choose to call them for this article — are on final. In the past I’ve written about Evektor’s Cobra, one of the first in this group, arriving so early that you probably would not call it a “LSA-like” airplane. The southern Czech company enjoyed success with their SportStar and Harmony, smaller siblings to a four seater they flew several years ago. After Evektor (coincidentally also the very first LSA to be approved), we began to hear about Flight Design’s C4 modeled on their LSA market-leading CT series.

Carbon Composite Part 103 Glider / Motorglider

By Dan Johnson || 3 Comments (Edit)

all photos courtesy of Radek Hucik

Sailplanes line up for launch in the usual pattern of such events. The tidy assembly permits the fastest towing of gliders so that all gain the benefit of good soaring conditions. Saggita appears closest to the camera.

For your weekend enjoyment — and because I am a soaring enthusiast ... plus I was sent some interesting photos — consider this slick Part 103 glider, or motorglider (photo). Radek Hucik sent photos of the aircraft performing at a Czech soaring content, where it placed 12th out of 34 competitors. Considering most of the others appear to be conventional sailplanes, one that meets Part 103 at much less weight did well. A high end sailplane can hit or exceed a 50:1 glide angle. This is an amazing performance mark, which translates to flying nearly ten miles from only 1,000 feet of altitude. The XS-12 Saggita manages 35:1 (more specs below) and that is a noteworthy achievement for such a light aircraft. Radek wrote, "[This is] a powered glider that my colleagues and I have developed over the past 20 months. The glider is designed so that it meets Federal Aviation Regulations Part 103 [for] Ultralight Vehicles. As the photos show, Saggita can be powered or unpowered. A self-launching sailplane has some independence that an unpowered glider does not have. Normally they are air towed in the USA and often winch towed in Europe. Radek continued, "I have been involved in designing and building composite fuselages and other parts for various ultralight aircraft for over 20 years. I have built the motorized glider Sagitta with my colleague Vadimir Duchacek. Static and flight tests were performed by LAA inspector Milos Dedera, one of the best glider pilots in the Czech Republic. The glider exhibits stable behavior even at a stall speed of 45 km/h (28 mph), and the rudder is effective at this speed." Radek later added, "To safely meet the stall speed of 24 knots (45 km/h or 28 mph) at maximum takeoff weight of 230 kilograms (507 pounds) span will be increased to 12 meters (39 feet), wing area to 9 square meters (97 square feet)." Landing speed is 50 km/h (31 mph) without flaps reports Radek and descent speed at 90 km/h 56 mph) is 0.6 m/s (a 140 foot per minute sink rate). To learn more about this Part 103 glider / motorglider, contact Radek by email. Saggita's tail wheel is built into the rudder. With a mounted wheel near the winglet, the aircraft will be able to taxi around an airfield from hangar to runway and execute turns with a radius of six meters (less than 20 feet). "The engine can be fastened in front of the vertical tail area and aerodynamically shielded to achieve the least resistance," said Radek. Alternatively an engine can be configured to emerge or be hidden in the fuselage. "Our effort to build a clean aerodynamic aircraft is also motivated by the possibility to adopt electric power," he added. "This aircraft should reach its maximum flying performance with low energy consumption" ... the holy grail of the electric aircraft movement today. Following are additional specifications for Saggita: Wing span — 11 meters / 35.75 feet (See change above to 12 meters) Length — 5.8 meters / 18.85 feet Wing Area — 8 square meters / 86 square feet (Changing to 97 square meters) Empty Weight — 115 kilograms / 253.5 pounds Gross Weight — 230 kilograms / 507 pounds Max Speed — 150 km/h / 94 mph Stall Speed — 45 km/h / 28 mph Glide Angle — 35:1 Minimum Sink Rate — 0.6 meters/second / 140 fpm Powered Climb — 2.0 meters/second / 390 fpm Fuel (in wings) — 19 liters / 5 gallons

For your weekend enjoyment — and because I am a soaring enthusiast … plus I was sent some interesting photos — consider this slick Part 103 glider, or motorglider (photo). Radek Hucik sent photos of the aircraft performing at a Czech soaring content, where it placed 12th out of 34 competitors. Considering most of the others appear to be conventional sailplanes, one that meets Part 103 at much less weight did well. A high end sailplane can hit or exceed a 50:1 glide angle. This is an amazing performance mark, which translates to flying nearly ten miles from only 1,000 feet of altitude. The XS-12 Saggita manages 35:1 (more specs below) and that is a noteworthy achievement for such a light aircraft. Radek wrote, “[This is] a powered glider that my colleagues and I have developed over the past 20 months. The glider is designed so that it meets Federal Aviation Regulations Part 103 [for] Ultralight Vehicles.

Post-AirVenture 2014 News Review

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MVP.aero's new LSA seaplane was a great draw to EAA's 10th Year Celebration of Sport Pilot & Light-Sport Aircraft. Watch for more details and a video on MVP soon.

More than 2,500 people had some hand in building this Zenith CH-750 in a single week of AirVenture 2014. The aircraft flew shortly after the show ended. photo courtesy EAA

Tecnam enjoyed a strong show of sales as did several other vendors in what appears to be a much-improved 2014 market.

SuperSTOL pilot and designer, Troy Woodland, was honored at AirVenture 2014. photo courtesy Just Aircraft

The largest directory of all the world's light aircraft is out with a fresh edition.

Summer's big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA's special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van's RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines. Big Light-Sport and general aviation aircraft producer Tecnam reported good sales success at AirVenture Oshkosh following on their strong performance at Sun 'n Fun when they also announced their U.S. base at the Sebring, Florida airport. Tecnam said they processed three orders for their Twin multiengine trainer and sold two P2008 and one G5 Eaglet Light-Sport aircraft. Officials from the Italian company noted especially strong interest in their new P2010 four seater in development under EASA and U.S. Part 23 rules. They forecast a product debut for the American market in the "near future." Twenty Ten's large cabin, front and rear passenger doors and comfortable interior along with Garmin avionic packages should interest many GA pilots thinking of something newer than their aging legacy models. ••• We didn't survey vendors about sales at the show but generally heard 2014 is a markedly improved year and we conducted about 40 new video interviews with many company leaders. One of those regarded the Bushcat on floats. Their folks reported two ready-to-fly LSA models and a kit sold at the event. Just Aircraft continued to turn heads and drop jaws with their impressive SuperSTOL's amazing performance. The company reported that partner and key designer Troy Woodland (photo) was selected by the EAA for the prestigious August Raspet Award in 2014. This honor is given annually to an individual who has made a significant contribution to the field of light aircraft design. "Woodland began designing in the 1990s, but it was his SuperSTOL that set him apart as he explored new technology in the design," said Just. SuperSTOL features self-adjusting slats on the leading edge of the wings, Fowler flaps, hydraulic strut landing gear with more than 20 inches of stroke, and a locking, shock-absorbing tail wheel. Troy is currently in the process of refining spoilers that deploy with the ailerons to increase roll response, especially at very slow speeds. The SuperSTOL also include tundra tires to cushion landings at very high angles of attack. Woodland follows earlier winners such as Curtiss Pitts, Burt Rutan, Dick VanGrunsven, and Pipistrel. "It took a while for the meaning of the award to sink in," said Woodland, "but then I realized that I'm joining a very exclusive club and it is truly a humbling experience." Troy refers to the tough, bush-capable SuperSTOL as his "creative effort toward making airports optional." Congratulations, Troy! Plenty of Light-Sport enthusiasts who attend airshows have come to know a man in a blur of motion: Willi Tacke. A German with a quick smile and seemingly boundless energy is a magazine impresario for the light aircraft set. He publishes several magazines and does so for English-speaking markets along with editions for French, German, and Chinese enthusiasts. At AirVenture 2014, some of us saw the first copy of the World Directory of Light Aviation 2014/2015 (WDLA). This thick publication with 268 full-color pages provides images, descriptions and technical data for more than 1,000 aircraft including ultralights, microlights, LSA, gyrocopter, ultralight helicopters, certified aircraft, kit aircraft, weight shift trikes, gliders, motor-gliders, instruments, engines, propellers, and accessories. Readers can find addresses of manufacturers, importers, associations, flight schools, and more; several indexes help you sift through the mass of information. WDLA is published in four languages: English, French, German and Chinese. You can buy it through shops in many countries and by mail order; find out more at Flying Pages shop. Stay tuned for more AirVenture 2014 news ...

Summer’s big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA’s special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van’s RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines.

Affordable EMG … Electric Motor Glider

By Dan Johnson || 4 Comments (Edit)

Electric Motor Glider in prototype form with its "sustainer" motor showing at the rear of the cockpit enclosure (detail photo below).

EMG prototype's "sustainer" electric motor is used after tow launch from a ground vehicle.

EMG is a mix of customer fabricated aluminum box-and-truss plus part from kitbuilder, Quicksilver Aeronautics.

Carol Carpenter sits in the front of Adventure Aircraft's two seat Experimental Amateur Built model in development. It will use two electric motors (details in article).

Update 8/8/14 — See our video interview about EMG at the end. An unpowered EMG — or Electric Motor Glider — from Adventure Aircraft has already taken 400 flights; it has also been fitted with a small electric motor ... complete with carbon folding prop. A new Experimental Amateur Built (EAB) two seater is now taking shape and both variations were on exhibit at AirVenture 2014 in the newly named Fun Fly Zone (formerly Ultralight Area). EMG's spark is provided by the dynamic duo of Brian and Carol Carpenter of Rainbow Aviation, well known for their LSA maintenance courses including the LSR-M (Light-Sport Repairman Maintenance) credential that has prepared many mechanics to do serious work on the growing fleet of LSA. EMG builder Adventure Aircraft is a subsidiary of Rainbow. Evidently this hard working pair aren't fond of wasting many hours with something so mundane as sleep because the project is unfolding quite swiftly. Their vigorous pace to propel EMG's future success depends to a significant degree on parallel development of new technologies, primarily battery development. EMG development has become more visible in the last year after taking its first flight in December 2013. Early flights were conducted as a glider towed up by a Honda Quad Runner. EMG's gross weight is designed at 750 pounds to allow for several variations on the theme. For example, EMG can be built as a compliant Part 103 ultralight vehicle and later converted to an EAB, creator Brian Carpenter explained. Both Part 103 and EAB versions can be operated with multiple electric motors — a much less complex proposition than using multiple liquid fuel engines. A glider pilot can fly EMG solo as an EAB with multiple electric motors without needing a multiengine rating or a medical, according to Adventure Aircraft. EMG offers folding wings and tail and has a single large shock-absorbing centerline wheel. The removable "training wheels" use three quick-release pins that need only 30 seconds to remove. Such standard gear is useful for training and when maneuvering the aircraft with its wings folded. EMG is equipped with full-span flaperons that extend 30 degrees down and 8 degrees upward in what's known in the sailplane world as "reflex." Manual elevator trim helps the pilot adjust stick pressures though Brian reports EMG exhibits very stable and forgiving flight qualities. If parts of the EMG look vaguely familiar to you, good eye! Adventure Aircraft is collaborating with Quicksilver Aeronautics on the manufacturing of EMG. "Wing covers are built by Quicksilver and we are obtaining many parts from them," said Brian. He explained that his enterprise has been representatives for the iconic Southern California company for many years and the new management of the company led by President Will Escutia has become a willing partner as Adventure gets ever closer to production of the EMG. Quicksilver is rapidly strengthening and serious player with a new SLSA model, growing U.S. and international distribution, and diversity represented by the connection with Adventure Aircraft and EMG. Quicksilver supplies numerous hardware components to Adventure, with tubing in their signature blue anodizing and the longtime kit producer builds wing coverings using sewn Dacron similar to that used on their powered aircraft line. "Theoretical flight of three hours are possible with current technology," forecast Brian (emphasis ours). The next, two seat prototype will be flown with two 20-horsepower Predator 37 motors from Plettenburg of Germany while the original proof-of-concept prototype seen at AirVenture 2014 had a single "sustainer" motor emerging at the rear (photo). Video on Adventure Aircraft shows this aircraft in operation. "Motors, controllers, batteries, and props are all off-the-shelf components of the giant-scale RC aircraft industry," said Brian. The airframe is a unique, new creation. Keep up with the development by following Brian's often updated progress blog. If you are as enthusiastic as I've become and want to consider purchase, what will an EMG set you back? Adventure Aircraft lists a Part 103 or Experimental Amateur Built Fast Build Kit for $16,000 before the electric propulsion system. If you can do "some welding," EMG is even more affordable at $12,000. As Brian explained in our video interview, "While you build the kit in preparation for electric power, the state of technology will continue to advance." Components like batteries are going through intense development and as with computer technology, the longer you wait the better — and cheaper — it gets, so why buy those elements until you are ready for them? If you want to check out the kit effort before diving in, Adventure will sell plans for $300 and you can upgrade from that point. Watch our video with Brian Carpenter, developer of EMG Electric Motor Glider:

Update 8/8/14 — See our video interview about EMG at the end. An unpowered EMG — or Electric Motor Glider — from Adventure Aircraft has already taken 400 flights; it has also been fitted with a small electric motor … complete with carbon folding prop. A new Experimental Amateur Built (EAB) two seater is now taking shape and both variations were on exhibit at AirVenture 2014 in the newly named Fun Fly Zone (formerly Ultralight Area). EMG’s spark is provided by the dynamic duo of Brian and Carol Carpenter of Rainbow Aviation, well known for their LSA maintenance courses including the LSR-M (Light-Sport Repairman Maintenance) credential that has prepared many mechanics to do serious work on the growing fleet of LSA. EMG builder Adventure Aircraft is a subsidiary of Rainbow. Evidently this hard working pair aren’t fond of wasting many hours with something so mundane as sleep because the project is unfolding quite swiftly.

Glasair Shows Merlin Mockup; Will Build MVP

By Dan Johnson || Leave a Comment (Edit)

Although not previously known for any involvement in the Light-Sport space, longtime kit aircraft producer Glasair Aviation is jumping in assertively for 2014. At Sun 'n Fun, the Arlington, Washington company debuted their Merlin and to AirVenture 2014 they brought a full-size mockup. They also participated in the standing-room-only press briefing for the new MVP.aero seaplane. Why? Because Glasair will be one of two initial build locations, handling the Western states while Port Orange, Florida-based Fibercraft will produce for Eastern states. I'll offer more on the MVP arrangements in another report on that header-turner design unveiled at AirVenture. Yet this association means Glasair will go from no presence in LSA to taking a significant position in short order. MVP production won't start for more than a year, but Glasair's Merlin project is ambitiously aiming to hit the market in 2014, according president Nigel Moll. Glasair is famous for the their flagship Glasair II and III, speedsters of the sky in the Experimental Amateur Built category and for their well regarded Sportsmen two seater. Besides the Merlin, Glasair has other new projects such as offering the Centurion diesel engine in their Sportsman and all this flurry of activity is a benefit of their new Chinese owners, Jilin Hanxing Group. The mockup at AirVenture 2014 didn't have any installed but Glasair is planning upward swinging gull-wing doors. It already sports a control stick that significantly resembles a similar system employed in Cessna's now retired SkyCatcher. This design choice keeps a stick from arising out of the floor, which makes entry easier for occupants and a 46.5-inch cabin nearly matches the widest cockpits among LSA. Merlin's panel setup was beautifully done as were its seats and general interior finish. The panel can hold dual Dynon 10-inch SKyView Touch screens (a single screen is standard) and is angled inward on facets on each side to make switches or instruments more accessible and readable to the pilot or passenger. Glasair will install the new Rotax 912 iS, said Moll. He stated that Merlin will sell for around $150,000 to include many items that are optional on many LSA. Indeed, Nigel said that the only options are a second SkyView Touch screen with an autopilot for an additional $10,000 and a parachute, which would also add approximately $10,000 to the purchase price. While other LSA are similarly equipped for about the same price, Glasair can benefit from its established position in the homebuilt community where it is well known. Merlin will be offered ready-to-fly, for the first time in its history broadening the company's product line beyond kit aircraft. Leading specifications promoted by Glasair for the Merlin include stall speed 39 knots, cruise speed 105 knots, and useful load 530 pounds. The company forecasts a top speed of 120 knots, maximum takeoff weight of 1320 pounds, empty weight of 790 pounds, wing span of 31 feet 9 inches, wing area of 132 square feet, length 21 feet 8 inches, height 8 feet 8 inches, baggage capacity of 50 pounds, and fuel on board of 24 gallons. With the Rotax 912 iS, that much fuel could give endurance of six hours with no reserve or a range of close to 650 nautical miles. I think it may be somewhat challenging to get to market in 2014 since the model has not flown yet and still needs to go through the ASTM standards plus successfully complete an FAA audit likely required as Merlin is a new model yet Glasair has a lot of experience to bring to bear and has adequate funding thanks to its Chinese ownership. While it shares a familiar name, Glasair's Merlin does not resemble an earlier Merlin offered out of Canada. Nigel confirmed this Merlin has nothing to do with the long gone entry from our neighbors to the north. As Glasair continues their entry to the LSA space with Merlin first and MVP later, I'll keep a close eye on this western company. We shot a video with Nigel at AirVenture; watch for it in the next couple months as our video partner is able to complete the editing for this and dozens of new videos we are capturing at AirVenture 2014.

Although not previously known for any involvement in the Light-Sport space, longtime kit aircraft producer Glasair Aviation is jumping in assertively for 2014. At Sun ‘n Fun, the Arlington, Washington company debuted their Merlin and to AirVenture 2014 they brought a full-size mockup. They also participated in the standing-room-only press briefing for the new MVP.aero seaplane. Why? Because Glasair will be one of two initial build locations, handling the Western states while Port Orange, Florida-based Fibercraft will produce for Eastern states. I’ll offer more on the MVP arrangements in another report on that header-turner design unveiled at AirVenture. Yet this association means Glasair will go from no presence in LSA to taking a significant position in short order. MVP production won’t start for more than a year, but Glasair’s Merlin project is ambitiously aiming to hit the market in 2014, according president Nigel Moll. Glasair is famous for the their flagship Glasair II and III, speedsters of the sky in the Experimental Amateur Built category and for their well regarded Sportsmen two seater.

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