Dan Johnson, Author at ByDanJohnson.com

Model Merger; Is S-20 Raven a Best of Breed?

By Dan Johnson || March 24, 2014 Leave a Comment (Edit)

See our video on the Rans S-20 Raven. all photos courtesy Rans

I view Rans' newest aircraft as a benchmark design for the airplane company based in Hays, Kansas, more than 100 miles northwest of another aviation hub known as Wichita. Rans started 31 years ago with a little single seat ultralight called Coyote. Company designer Randy Schlitter shows marketing savvy using both numbers and names for his models — they help people remember — so it was another benchmark of sorts when he hit 20, and that would be for the S-20 Raven. His designs don't plod along with incremental changes. For example, his S-11 (never produced) was quite a radical departure and the S-19 Venterra that preceded the S-20 Raven was an all-metal low wing design. Raven isn't anything like S-19 but it is a great deal like two other airplanes in the bulging portfolio of creations from Randy. You might think of it as a merging of two of the most successful models ever made by Rans. "The S-20 is the best of two great planes that have been in production at Rans since the '80s," reported the company. "We created a new fuselage and took the wings, tail, fuel system, and aero servo ailerons from the S-7S Courier, and engine system, control sticks, flap lever, rudder pedals, seats, and instrument panel from the Coyote II S-6S. The intent was to answer the many requests for a side by side bush plane, equal to or beyond the Courier." Coyote is a model series derived from that original single seat Coyote leading to a two side-by-side design. As you can tell from the S-6S suffix — it's one of several such model definitions — Coyote II (for two place) has has sold thousands for Rans, resulting in variation upon variation. The aircraft is available as a kit, as an SLSA, and therefore can be sold as an ELSA. Randy believes that S-20 really delivers what people were seeking. He said the S-7 is "roomy, easy to get in and out of, solid feeling, tough enough to do bush flying or on floats, and generally has the size that our customers want." Indeed, Raven fits customers well with its 46.5-inch cabin width and the huge 50-inch long doors that make entry so easy. These were used on the Courier due to the tandem seating (it greatly helps entry to and exit from that model) but wide access is also easier to load S-20's ample 21 cubic foot, 80-pound baggage area. After it first took to the air in December of 2013, impressions of the newest Rans airplane began flowing. "Flight testing shows a faster cruise and slower stall by a couple of knots. The clean aerodynamics of the engine cooling system and less wetted area of the fuselage are the reason for increased performance. Even the glide ratio has improved, at a solid 9.4 to 1," reported Rans. Even though Raven is wider than the lean, tandem S-7 Courier, the new model has an edge. Company reps continued, adding that handling is crisp with light controls that are well balanced. "Flying a slow approach into a short mountain strip will present little challenge," noted Rans. "Equipped with large bush tires and vortex generators will increase the Raven's back country utility." With wings from the S-7 Courier that is such a sweet flying aircraft, I wondered how people are perceiving the differences. Randy explained that while Raven is indeed similar, "Raven is evolving its own personality. The fuselage differences mean the occupants experience it in another way, but they see S-20 as a smooth, quiet, 'Cadillac' ride." Raven is comfortable for its occupants thanks to upholstered seats with five-inch fore and aft adjustment that be changed in-flight. Pilots may also enjoy three seat-back recline settings. Over the years I've had the pleasure to fly nearly every one of Rans' designs. While each has a separate flight mission, all exhibit crisp handling that most pilot will like. One I did not fly for many years was the S-7 Courier, because I thought it would fly like a Cub. I could not have been more wrong and after I finally went aloft in the tandem, I saw the appeal and think it is my favorite among the many designs the company has marketed (pilot report). Combining the side-by-side seating that more pilots like — because you can see and communicate with your passenger — with the delightful flight qualities of the Courier suggests the Raven could be THE ONE ... the airplane in Rans' fleet that could appeal to the most pilots which in turn forecasts that it might become their best seller. Those of you headed to Sun 'n Fun will be able to see the new model, looking shiny and finely finished as all the Rans factory aircraft do. You might want to get your name on their demo flight list early as it's my guess that this will be a popular request.

I view Rans’ newest aircraft as a benchmark design for the airplane company based in Hays, Kansas, more than 100 miles northwest of another aviation hub known as Wichita. Rans started 31 years ago with a little single seat ultralight called Coyote. Company designer Randy Schlitter shows marketing savvy using both numbers and names for his models — they help people remember — so it was another benchmark of sorts when he hit 20, and that would be for the S-20 Raven. His designs don’t plod along with incremental changes. For example, his S-11 (never produced) was quite a radical departure and the S-19 Venterra that preceded the S-20 Raven was an all-metal low wing design. Raven isn’t anything like S-19 but it is a great deal like two other airplanes in the bulging portfolio of creations from Randy. You might think of it as a merging of two of the most successful models ever made by Rans.

Intriguing Prop Design … from Iraq? Yes!

By Dan Johnson || March 21, 2014 2 Comments (Edit)

Blade prop installed on the Spratt Controlwing.

In Iraq, prop test beds may look a bit different.

Multiple blade configurations have been tested.

The inventor of the Blade prop indicated some of his concepts might be applied to turbine engines.

"I am an Iraqi inventor," wrote Mahmood H. Hussain, "I have patent number 7396208 about a new blade that can be used to make propellers or turbines." Take a look at the Divided Blade Rotor from, of all places, Baghdad, Iraq. Now, Americans — and for that matter citizens of many nations — are likely surprised by any aviation invention from Iraq. That may not be fair, of course. Despite the country being upset by war, controversy, and deep religious divisions, intelligent people can still do innovative work. Yet what have you heard about aircraft developments from Baghdad that does not involve the military? Virtually nothing ... however, a few days ago I got email from Mahmood because he discovered an article I wrote years ago after a visit to a French airshow called Blois. At that event I saw a fascinating superlight aircraft called the Spratt Controlwing. The airplane is worthy of a story itself — the controlwing concept is also interesting — but Mahmood typed, "I write to you from Baghdad because of my blade on your website ... but you did not mention anything about my invention." (The Spratt aircraft I examined had a conventional wood prop as a photo near the end of the article showed, however, it was subsequently fitted with Mahmood's Blade prop.) Engineers or designers among readers of this website may wish to go examine the patent but the introductory paragraph about the Blade prop reads, "A novel rotor blade is presented with an integral tip portion from which two diverging blade portions extend to separated respective roots. The Blade may have conventional airfoil sections, or may be made from flat or curved sheet material." Simplistically, the Blade prop is a type of joined-wing technology. The prop tips are connected — adding significant strength — and the lead blade is perforated with "bleed ports," to delay or prevent cavitation, turbulence, and stalling. The two blade components have different angles of incidence. The patent description continued, "Most conventional rotor and propeller blades are relatively long and are entirely unsupported along their length. Accordingly, they must have relatively large root sections in part to obtain sufficient strength to prevent bending and twisting in ordinary use." The text continued, "Conventional rotor and propeller blades are also relatively noisy, and the wasted acoustic energy represents a significant inefficiency." The Blade prop is said to benefit from qualities such as: stall resistance, quietness, strength, lightness, and ease of manufacture. Mahmood wrote, "My invention (Divided Blade Rotor) is something new in aviation world, which since 1903, is still using the same kind of propeller blade." His propeller design, as described in his patent application, would have a finished outside diameter of 850 mm (33 inches) and when turned at 2400 rpm, would develop over 200 pounds of static thrust. The required shaft power at 2400 rpm is expected to be 30 horsepower. Think about that. Two hundred pounds of thrust is roughly half that needed for a 1,650-pound, 100-horsepower Cessna 150, yet the prop is a mere 33 inches in diameter and is reportedly much quieter. According to Mahmood, it could be far cheaper to manufacturer and it could be made of very durable materials, even steel. "The divided blade of the invention does not stall at high angles of attack [as much as 45 degrees], due in part to its rigidity, and in part due to the use of the leading edge holes." Many readers may be more technically competent than I to evaluate the capability of the divided blade rotor that Mahmood has developed. I have listed what I see as it's advantages but I am not equipped to test the concept. Still, I believe new ideas have merit and deserve review by those more qualified than me. I have long restated an old line that goes, "Once upon a time a wing was developed and ever since, designers have merely modified the concept in myriad ways." Regardless of the accuracy of that statement, it does seem unusual when something genuinely new comes along in a mature industry such as aviation. Some may add that engines of the future are turbine and that anything with a prop is "old fashioned." I don't believe that but Mahmood sees application of his ideas to turbine blades as well. I'd love to hear from the technically astute among ByDanJohnson.com readers about their opinion of Mahmood's blade prop. Thumbs up or down, this seemed a story worth telling.

“I am an Iraqi inventor,” wrote Mahmood H. Hussain, “I have patent number 7396208 about a new blade that can be used to make propellers or turbines.” Take a look at the Divided Blade Rotor from, of all places, Baghdad, Iraq. Now, Americans — and for that matter citizens of many nations — are likely surprised by any aviation invention from Iraq. That may not be fair, of course. Despite the country being upset by war, controversy, and deep religious divisions, intelligent people can still do innovative work. Yet what have you heard about aircraft developments from Baghdad that does not involve the military? Virtually nothing … however, a few days ago I got email from Mahmood because he discovered an article I wrote years ago after a visit to a French airshow called Blois. At that event I saw a fascinating superlight aircraft called the Spratt Controlwing.

Dynon’s Modernized SkyView Touch

By Dan Johnson || March 20, 2014 Leave a Comment (Edit)

Dynon's virtual six-pack treatment may ease transition for those who learned to fly instruments with analog gauges.

With the chance to fly and learn both Dynon SkyView and Garmin 796, I have become a fan of each. Dynon is dominant in Light-Sport Aircraft instrument panels for very good reasons. They work well and don't cost an arm and a leg. Their Synthetic Vision is superb. However, much as I have come to love those big, beautiful, all-color digital instruments, you must resort to a button or joystick to make changes. Those of us spoiled by our smartphones and iPads have become accustomed to touch. So, no wonder that I also fell in love with the all-touch 796. It works a lot like my iPad and finding things is reasonably easy ... a few functions are hidden behind menu layers but on whole, the 796 is a brilliant bit of engineering design. However, in bumpy air, I've had to learn a technique of hanging a thumb or finger on the bezel to steady my hand as I try to select certain functions by touch. In short, touch isn't always optimal. Dynon has heard all this and has been busy. Just in time for viewing at Sun 'n Fun, the digital geniuses at Dynon have introduced SkyView Touch™. Michael Schofield, Marketing Manager at Dynon Avionics, says: "We've focused on creating an incredible pilot interface with SkyView Touch™ and new dedicated control panels. From the simplest LSA to the most complex IFR aircraft, there's a SkyView for every panel." To solve the bumpy touch dilemma, Dynon built a combination interface of either touch or buttons and knobs. They say SkyView Touch is designed to complement not replace physical controls. In essence they added the convenience of touch when you want it but kept a full set of buttons and joystick knobs for precise control in turbulent conditions. Plus, "Unlike most touch-based avionics and tablets, SkyView Touch preserves SkyView's sunlight-readable and glare-rejecting screen." Finger pinch and spread motions made natural by using iPads and smartphones will now work on the SkyView map. Also, tapping part of the screen display that includes an adjustment bug directs the action of the joystick control to that bug. OK, so we all love touch, but what about flying around in bumpy air? That Garmin 796 I've come to love isn't quite as friendly in turbulence. Dynon also heard that and the nearby photos illustrate their solutions: they made separate physical-knob-&-button control panels. Schofield explained, "The Knob Control Panel has dedicated controls for the most-frequently adjusted items: altitude bug, altimeter setting (barometer), and heading & track bug. The Autopilot Control Panel provides single button activation of all autopilot modes, including Level mode and flight director. It has a built-in two-axis speed-sensitive trim controller. Both products are backlit, dimmed by SkyView, and available in horizontal and vertical versions." The Knob Panels can be added to any SkyView for $250 and the Autopilot Panel can likewise be added for $550. For those worn out by smartphone envy — meaning you want the newest features but are locked into your old contract — Dynon offers a retro-upgrade. SkyView Touch retails for $3,995, only $395 above the non-touch 10-inch display. Yet existing SkyView customers (the bulk of LSA owners today) won't have to cope with upgrade envy. That's because all current SkyView SV-D1000 displays can be upgraded to touch for only $795. The new hardware and software will be available in April 2014, said the Woodinville, Washington company. Another modestly priced option is the availability of geo-referenced VFR sectional and IFR charts right on your SkyView for $99 a year, including IFR/VFR procedure charts (plates), VFR sectionals, IFR Lo/Hi charts, and all FAA and Flight Guide airport diagrams. One more thing ... A few months back, we reported results from an AOPA survey that showed nearly three quarters of general aviation aircraft still use round analog instruments. Many pilots — yours truly included —- learned to fly instruments with a "six-pack" of "steam gauges." These modern flight directors, HSI displays, and airspeed or altitude "tapes" are something to learn. Using them gets easier with practice but they aren't instantly familiar. Michael added, "Pilots new to glass can transition with ease using SkyView's new primary flight instruments display. Familiar analog dials are available with the classic 'retro' instruments." Users can switch between six-pack and EFIS display instantaneously. Perhaps the best news: "Six-Pack mode is included in the upcoming free SkyView 10 software update." No wonder folks love Dynon. Still not satisfied? Luckily, Dynon's SkyView 10 software has even more for you including the following list: Ability to filter the nearest airport list by runway length, surface, and airport type ADS-B winds aloft forecasts Vertical Speed Required info item on the map and VSI tape gives the pilot quick insight about the descent rate needed to reach an adjustable point above/before the destination Engine instruments can now be livened up with new color options, including blue, white, violet, cyan, and orange Audible landing gear alerts based on aircraft configuration and airspeed Airspeed-triggered "gear up for water" / "gear down for land" audible alerts for amphibious aircraft

“Puff” and the Golf Carts; Fun in Paradise City

By Dan Johnson || March 19, 2014 Leave a Comment (Edit)

Richard Bach enjoys his Progressive Aerodyne Searey named "Puff." photos courtesy Progressive Aerodyne

In the tradition of John Steinbeck's Travels with Charley, Richard Bach's Travels with Puff recounts his journey from Florida to Washington state in his Searey.

A pair of Searey aircraft at the company's factory on a lake.

Less than two weeks from now, the season of recreational flying is officially set in motion with the opening of Sun 'n Fun ... the 40th year of the nation's first major airshow. It will also be year #2 for the new and much-improved Paradise City, formerly known as the Ultralight or Lightplane Area. Alongside the curvy new paved road that loops through Paradise City will sit the LSA Mall at Show Center powered by Aviators Hot Line and this is a place many will visit throughout the week to peruse LSA, light kit airplanes, and electric aircraft. Getting to the Paradise City will be much easier and faster thanks to a pair of six-seat golf carts that will rove the grounds of Sun 'n Fun and pick up visitors who want to check out Paradise and all the action at this airshow-within-an-airshow. Demo flights for LSA shoppers will be readily available and can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand "sterile airspace"). The golf carts are provided for the second year by Rotax Aircraft Engines — thanks Rotax! The 2014 LSA Mall will feature a special treat, specifically famous author Richard Bach's Light-Sport seaplane, a Searey he has named "Puff." Richard cannot be present himself but Show Center will present his aircraft in the LSA Mall. Last year, he wrote a book about his flight from Progressive Aerodyne's factory in Florida to Washington state in his new airplane (Travels with Puff) and in 2014 he released a new book about his later crash of this airplane. Thankfully he and Puff have fully recovered and both have returned to flight, so this is an inspirational story from an inspirational author of 60,000,000 books. Bach's allegory about a seagull who did not want to accept the limits imposed on him by nature and society became the number one best-selling novel of 1972. Jonathan Livingston Seagull became the biggest surprise of the publishing industry. No one expected a book less than 100 pages long — a mere 10,000 words — to rise to the most coveted spot on best-selling nonfiction and fiction lists. Yet JLS broke hardcover sales records, selling more than 1,000,000 copies in 1972 alone. The media finally picked up on the allure of this deceptively simple story, and publisher Macmillan finally put money behind it. Jonathan Livingston Seagull went on to sell more than nine million copies in the first five years, and in 20 years, by 1992, the number totaled more than 30 million. In 2014, the sales figure passed 40 million copies. In the '70s, society was primed and ready for Jonathan's particular style of rebellion and perfection ... a bird who defied the rules. Some may see an analogy to Light-Sport Aircraft that have disrupted the enterprise of legacy aircraft builders. Richard served in the Navy Reserve and the Air National Guard as a F-84F pilot. He worked at Douglas Aircraft, was a contributing editor for Flying magazine, and later became a barnstormer. As part of his exploration of flight, Richard also sampled paragliding. Nearly all of his books involve flight, bringing his son James to state in an interview, "Dad regards flying as his religion." Beside Puff the Searey, the LSA Mall will feature a collection of Light-Sport Aircraft and light kit-built aircraft, all within the growing space of Paradise City, which has become the desired location for more exhibitors. Paradise City took a giant leap forward last year after some earlier years in the doldrums and it promises day-long action for those who stroll a short distance from what Sun 'n Fun calls the "core area." Some readers of ByDanJohnson.com will head directly to Paradise City. Others will wander through the show's hundreds of displays but all are welcome to catch a free ride on the Paradise City Xpress ... those twin six-seater golf carts driven by Paradise City volunteers. Hop a free ride and be sure to thank your volunteer driver. On your way into Sun 'n Fun 2014, you can find the big Rotax Aircraft Engine exhibit right on Doolittle Road just inside the main gate. Check out their newest 912iS engine (shhh ... it's still a secret) and offer your thanks for again providing the golf carts in their cooperation with LAMA, the Light Aircraft Manufacturers Association.

Less than two weeks from now, the season of recreational flying is officially set in motion with the opening of Sun ‘n Fun … the 40th year of the nation’s first major airshow. It will also be year #2 for the new and much-improved Paradise City, formerly known as the Ultralight or Lightplane Area. Alongside the curvy new paved road that loops through Paradise City will sit the LSA Mall at Show Center powered by Aviators Hot Line and this is a place many will visit throughout the week to peruse LSA, light kit airplanes, and electric aircraft. Getting to the Paradise City will be much easier and faster thanks to a pair of six-seat golf carts that will rove the grounds of Sun ‘n Fun and pick up visitors who want to check out Paradise and all the action at this airshow-within-an-airshow. Demo flights for LSA shoppers will be readily available and can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand “sterile airspace”).

LSA Alive & Well: Slings in Stock; Evektor Sales

By Dan Johnson || March 17, 2014 2 Comments (Edit)

Sling kits in stock at The Airplane Factory USA.

Evektor's highly-evolved Harmony LSA with its elegant compound-angled wing.

The Great Recession was the pits ... for nearly all industries and most employees or small business owners. That's hardly newsworthy. However, the recovery from the recession — that government economists insist ended years ago — has been a long time coming. For too many out-of-work pilots, that recession lingers with us yet. Fortunately, the aviation economy appears to be improving. Although registrations didn't show it for 2013, the year provided more sales for sellers if not more airplanes for their customers. Now, the hope is that airplanes will emerge from factories faster and the general health of the industry will improve, which is good for seller and buyer alike. A couple companies have proof that things are looking up and I'd like to tell you a little about them. First is South Africa's The Airplane Factory (TAF) and their rep', TAF USA, led by Matt Litnaitzky and associate Ryan Ruel. (Matt has also made a reputation by being the importer of and provider for MGL Avionics.) Matt wrote, "[We've] been working hard over the last several months to carry kits in stock here in the U.S. and we have finally achieved this goal. We know that some of the biggest deterrents and hold-ups in the kit-building world are the lack of stock kits and long lead times for kit builders. We are determined to have kits and parts available to our builders with very short lead times." I visited Matt and Ryan more than a year ago at their Torrance, California location when they embarked on an inventory-building exercise and the photo shows their build-up success. "The factory in South Africa is now churning out more than five airplanes per month," reported Matt, "They are prioritizing shipments to the United States to help us build and carry stock for our customers. We currently have kits on hand and more are on the way after selling several last month." TAF is one of at least five LSA producers that is entering the four seat market, in TAF's case with their Sling 4 (the LSA is Sling 2). So, Matt hastened to add, "We will be receiving Sling 4 kits as well, with the first several coming in just a couple months. We will also be working towards carrying a full stock of accessories and extras for the Sling 2 and Sling 4 kits, not just the airframe subassemblies. We will carry stock upholstery, electrics kits, firewall forward items, and much more, including hardware." Matt concluded, "We've been able to lower our ready-to-fly model lead time to eight weeks meaning we can get you flying faster than ever before. With a handful of builders already well on their way throughout the US and Slings flying on the West Coast we are set for a fast takeoff in 2014!" Next is No. 1 ... that is, the first company ever approved as a Special LSA: Evektor. The Czech company is represented in the USA by Steve Minnich of Dreams Come True and Art Tarola of AB Flight in Pennsylvania. After the Sebring LSA Expo 2014, Steve wrote, "[We] signed orders for delivery of two Harmony LSA airplanes to customers in the USA. Just a week earlier Evektor shipped another two airplanes: two SportStar MAX with Night VFR equipment." He reported that an IFR-equipped Harmony LSA model comes with Garmin's G3X glass cockpit with autopilot. The aircraft, with the normally aspirated Rotax 912S was ordered by a flight training organization from the American Northeast. Evektor has enjoyed a long, beneficial relationship with several American flight school operations. "The second Harmony LSA is equipped with Dynon's 10-inch SkyView and integrated autopilot, Evektor's Night VFR package and the latest Rotax 912iS engine. This aircraft will be used for pilot touring by a private customer. Congratulations to both TAF USA and the Evektor reps; it is great to see our suppliers doing well so they can provide superior services to their customers.

The Great Recession was the pits … for nearly all industries and most employees or small business owners. That’s hardly newsworthy. However, the recovery from the recession — that government economists insist ended years ago — has been a long time coming. For too many out-of-work pilots, that recession lingers with us yet. Fortunately, the aviation economy appears to be improving. Although registrations didn’t show it for 2013, the year provided more sales for sellers if not more airplanes for their customers. Now, the hope is that airplanes will emerge from factories faster and the general health of the industry will improve, which is good for seller and buyer alike. A couple companies have proof that things are looking up and I’d like to tell you a little about them. First is South Africa’s The Airplane Factory (TAF) and their rep’, TAF USA, led by Matt Litnaitzky and associate Ryan Ruel.

An Impressive Record and Benchmark for CubCrafters

By Dan Johnson || March 13, 2014 Leave a Comment (Edit)

Should the expression be "You can keep a good thing up?" It is more positive than "You can't keep a good man down." Up, in this case, is CubCrafters and their climb in market share rank. The Yakima, Washington company logged another record year in 2013 and hit an impressive benchmark as the engines of demand and production paint a picture of a revved-up juggernaut. Congratulations to CubCrafters but the real reward for their team is a steady stream of customers that are convinced by the innovative re-creation of one of aviation's most iconic designs. Among many smart decisions was the addition of the big 180-horsepower Titan 340CC engine, built by ECi, which gives the machine such exciting performance. I wonder if William Piper ever envisioned a CarbonCub SS. CubCrafters delivered 63 new airplanes during 2013, soundly beating their solid performance of 48 CubCrafters in 2012. For LSA enthusiasts, the total number reduces by nine Top Cub units that are not aimed at the Light-Sport space, but that still leaves two Sport Cub models and 52 Carbon Cub Special LSA. That means a 12.5% growth in LSA sales and a new record for the company. CubCrafters also increased shipments of its Carbon Cub EX kit-built models by 50% over last year, marking a record for the company's Experimental Amateur Built kit program as well. While many producers are still struggling to climb out of the Great Recession (that supposedly ended more than four years ago), CubCrafters must be saying, "What recession?!" The company reached another milestone by delivering its 300th CC11 aircraft in January of 2014 (photo). CubCrafters' CC11 family includes the popular Carbon Cub SS and Sport Cub S2 LSA models. "Serial Number 300 is a handsome Carbon Cub SS in Volcano Red bound for Idaho," noted CubCrafters. The company is growing so solidly that changes are needed. "As of [early March 2014], the next delivery position for a ready-to-fly airplane is in late August and new buyers of the Carbon Cub EX Kit can expect shipment in May. CubCrafters' continued sales growth "has stretched the company's manufacturing facilities to the limit," officials reported. All manufacturing and assembly occurs in the company's three buildings encompassing 40,000 square feet. "Across the past four years we've done a great job of refining our processes," commented Jim Richmond, Founder and CEO of CubCrafters. "However, we've reached a point where our limited space will impede efficiency." To address this predicament, the company said that it purchased a 23-acre parcel adjacent to McAllister Airport in Yakima and has broken ground on a new composites fabrication shop. "The expansion will allow us to devote more space to composites, parts and kits, thereby affording an overall increase in production. Looking forward, the new property will accommodate additional construction as our needs grow."

Should the expression be “You can keep a good thing up?” It is more positive than “You can’t keep a good man down.” Up, in this case, is CubCrafters and their climb in market share rank. The Yakima, Washington company logged another record year in 2013 and hit an impressive benchmark as the engines of demand and production paint a picture of a revved-up juggernaut. Congratulations to CubCrafters but the real reward for their team is a steady stream of customers that are convinced by the innovative re-creation of one of aviation’s most iconic designs. Among many smart decisions was the addition of the big 180-horsepower Titan 340CC engine, built by ECi, which gives the machine such exciting performance. I wonder if William Piper ever envisioned a CarbonCub SS. CubCrafters delivered 63 new airplanes during 2013, soundly beating their solid performance of 48 CubCrafters in 2012.

Blackshape’s Prime Invades Canada & North America

By Dan Johnson || March 12, 2014 Leave a Comment (Edit)

At Aero 2013 in Friedrichshafen, Germany, I was caught by the smooth, lean lines of an airplane called Prime by designer/producer Blackshape. The LSA-sized two seater has an aggressive yet sweeping physique and small frontal area that benefits from tandem seating. While powered by Rotax and light enough to otherwise qualify as a Light-Sport, Prime has retractable gear and an in-flight adjustable prop so it cannot currently meet U.S. regulations. However, it has been approved by Transport Canada in their Advanced Ultralight Aircraft class that is very similar to LSA. Though speculation has continued for years, Canada has yet to embrace the U.S. LSA regulatory scheme. By the way, Aero 2014 is scheduled for April 9-12 — immediately following Sun 'n Fun 2014 (April 1-6) — and ByDanJohnson.com reporters will be on the scene to catch the newest offerings from Europe

Blackshape's Prime will be distributed in North America by the Aircit Aviation-Aviasport partnership. The importer reported, "Prime delivers ... performance and economy for a very low operating cost. Using a complete suite of electronic equipment, the Prime redefines the standards for pleasure and efficiency by taking full advantage of the strength and light weight of carbon fiber. The well-known and respected Rotax 912 ULS engine contributes to the reliability and efficiency of operation of this futuristic aircraft." Standard equipment: retractable landing gear; digital instrumentation; variable pitch propeller; autopilot; survival [cockpit] cell; and ballistic parachute. Prime specs: VNE of 212 mph; cruise at 75% throttle up to 170 mph (and remember, this is claimed from just 100 horsepower); maximum takeoff weight 1,232 pounds (the original LSA weight before it was bumped to 1,320 pounds). With two fuel tanks totaling 29 gallons, range at cruising speed is reported at 688 statute miles. In economy mode at 140 mph, range increases past 1,000 stature miles. Takeoff and landing requires less than 500 feet on a paved or smooth natural surface.

Developed and produced since 2011 by Blackshape SpA in Italy, Prime is now well known in Europe and the Middle-East. The importer claims the Italian Navy is working with Blackshape to develop a program using Prime aircraft to train its pilots for aircraft carrier operations. A more powerful version with Rotax's turbo 914 at 115 horsepower and 1,650 pound gross weight is reportedly in preparation for Canada and the United States. For more civil uses in North America — and for those who don't mind paying for the fetching shape, the Advanced Ultralight Aircraft (AULA) ready-to-fly version of Blackshape's Prime is available starting at about $242,000. Aircit Aviation-Aviasport's first model is expected in April at the Lachute, Quebec Airport, 40 minutes west of Montreal. The Italian manufacturer requires all Blackshape distributors to offer at least 10 hours of flight training in the Prime upon purchase.

At Aero 2013 in Friedrichshafen, Germany, I was caught by the smooth, lean lines of an airplane called Prime by designer/producer Blackshape. The LSA-sized two seater has an aggressive yet sweeping physique and small frontal area that benefits from tandem seating. While powered by Rotax and light enough to otherwise qualify as a Light-Sport, Prime has retractable gear and an in-flight adjustable prop so it cannot currently meet U.S. regulations. However, it has been approved by Transport Canada in their Advanced Ultralight Aircraft class that is very similar to LSA. Though speculation has continued for years, Canada has yet to embrace the U.S. LSA regulatory scheme. By the way, Aero 2014 is scheduled for April 9-12 — immediately following Sun ‘n Fun 2014 (April 1-6) — and ByDanJohnson.com reporters will be on the scene to catch the newest offerings from Europe Blackshape’s Prime will be distributed in North America by the Aircit Aviation-Aviasport partnership.

Pilots, Start Your (LSA) Engines!

By Dan Johnson || March 9, 2014 Leave a Comment (Edit)

Renegade's Lil' Rascal

Doc' Bailey visits with aerobatics legend, Patty Wagstaff ... (watch our video interview with Patty).

In aviation, one of our most noteworthy events is the Reno Air Races. Sadly, that longtime and much storied race series has an uncertain future due to leadership challenges and rising costs. While those organizers sort that out, here comes busy LSA entrepreneur Doc' Bailey, who seems never to sit still for long. Doc' is the man behind Renegade Light Sport Aircraft, builder of the Falcon (more on that at the end), the installation of Lycoming O-233 engine on various aircraft, the importer of the B.O.T. Super Cruiser and the D-Motor engine, and a participant in training wounded U.S. soldiers in hand-controlled Light-Sport Aircraft. His latest push is for SPAR, the Sport Pilot Air Races. Create a mental picture of the Red Bull Air Races but flown in powerful LSA or light kits and you'll get the basic idea (albeit without the fantastic ad budget). SPAR organizers say the basic idea is a single aircraft being timed while running through a closed course (see nearby diagram). "Sport Planes will explode through a series of twists and turns between, around these exciting obstacles we call 'Pylons'," Doc' reported. "These are real LSA Sport Planes; all the planes are set up to be completely stock and completely equal in every respect. SPAR is designed so that no pilot has the advantage of a superior aircraft over another pilot." Simply the idea is to lets pilot skills compete. Doc' plans both monoplane and biplane categories and more distinctions as the plan progresses. "We will use fuel quantities and ballast to ensure the aircraft and pilots will all weigh in equally. This ensures that no pilot, plane, or team has a weight advantage over another competitor." Renegade's Mizzourah Tail Dragger is one likely entry as is their new Lil' Rascal. Both are Lycoming powered; Doc' is a big fan of the U.S. powerplant. Another new entry is SPA's Panther, a hot single place made for aerobatics (video). The idea according to Doc' is, "Each aircraft will race against four of its siblings to form a division of totally equal racers. Then for the grand finale each division winner will race for the grand champion at the end of the day. Spectators will find out who's the best pilot for all the divisions." Such closed course air racing, as made famous worldwide by the high performance teams flying in the Red Bull events, are very suitable for TV as the aircraft can generally be kept in sight at all times much like oval track auto racing. Bailey reported, "First to be involved was Patty Wagstaff, the 'First Lady of Aerobatics.' We are proud and honored to have Patty involved with the SPAR Circuit." Doc' has been forming a board with interest from other air racing experts. We shot a video with Doc' on the SPAR concept and will post that on our LSA Video pages as soon as it is edited and uploaded. And now ... from the If-You-Can-Believe-This Department: Renegade Light Sport Aircraft received a "cease and desist" letter from Dassault Falcon, maker of high end business jets, called, wait for it ... Falcon, in models 2000S to 7X. Seems they're concerned that customers or the public might see the little two-seater LSA Falcon and confuse it with a $25-50 million bizjet. While I recognize and respect the value of a brand that seems a bit of a stretch to me. Corporate counsels have to justify their executive pay, I suppose, and so Doc' is resigned to the likelihood of having to change the name of his low wing composite LSA. He said the company (and its predecessor) has used the name Falcon for several years without a challenge. Evidently they just popped up on the radar of the big French company. Meanwhile, Doc' continues like all entrepreneurs and forges on ahead. Good luck, Doc' ... both with the rebranding effort and with SPAR. The latter appears to offer a promise to gain more publicity for Light-Sport Aircraft.

Fly/Drive Concept Introduces Flying by LSA

By Dan Johnson || March 6, 2014 Leave a Comment (Edit)

My wife Randee poses by our Florida Keys LSA.

My four traveling companions each took a flight segment to and from the Florida keys. All enjoyed touring by air. They sit in front of the southernmost point in the USA.

Sunset in Key West draws a crowd every day, many of whom held their smartphones high for a photo. Note the biplane towing a banner promoting rides.

Key West is the end of the line for U.S. Highway 1 that runs 2,400 miles on America's East Coast.

This last weekend I did something I've never done before. It worked much better than I expected and I want to pass along the idea for others to consider. It won't always work but it could help introduce more people to the pleasure of flying. Four friends and I took a trip from my home near Daytona Beach, Florida to the Florida Keys with a stay in Marathon Key plus ground and aerial tours of Key West. This trip was some time in planning; I referred to it as a fly/drive vacation. We used the long weekend trip to celebrate a special birthday. You can likely interpret what "fly/drive" means quite easily but let me put some detail to the story. For the flight I used a four-partner-owned Flight Design CTLSi so the first step was to schedule the plane with the owners. No problem as we were leaving Friday and would return Monday. This particular LSA is not used for flight instruction so it was easy enough to reserve the time. Since five people were traveling, even a trip by, let's say, a Cessna 172 or 182 could not have carried everyone. We also needed a way to get around once we arrived in the Keys. Sure, we could have rented a car but transporting what everyone wanted to bring might not have fit in a four seater. In a LSA, of course, we had only two seats but in some ways this was perfect. The direct, nonstop flight time would have been 2.5 hours (versus 7-8 hours driving) but for many non-pilots, even the shorter trip is a rather long time to be in an airplane, especially if it's a little bumpy. (It was quite pleasant flying but smooth air is hard to predict.) I planned the trip down to Marathon (about 30 minutes shy of going all the way to Key West) to have four stopping points. All airports — Vero Beach, Lantana, Tamiami, and the destination of Marathon — were picked to make equal flight segments. I also wanted each airport to be close to the road the car would travel. Each waypoint was convenient, though we pilots often forget how challenging it can be to find a specific place on an airport if you drive. An airline terminal may be well marked on the road, however, smaller airports can be a puzzle to find such-and-so FBO ... and for that matter, "What's an FBO?" ... "It's a Fixed Base Operator." ... "What's that?" See the problem? Since the airplane always arrived ahead of the car, my segment passenger and I would go into the FBO or other facility and get a physical address, which we would text to the car. It proved a workable solution. Each person got one leg down and a different leg back, and I can tell you that each of them enjoyed it immensely. This may be no surprise to pilots, but remember, most people never see their destination from the air except maybe out an airliner window for a few minutes, if that. As we pilots know, a destination, or the travel route, looks remarkably different from the air and offers a perspective the vast majority of the population never sees. I took Saturday off from flying and on Sunday did four one-hour air tours from Marathon around Key West and back. The Navy base and Key West International were wonderfully accommodating. Each passenger saw the islands at different times of day and snapped plenty of photos. Since each got a unique view, we're looking forward to another session where we all put our photos up on a big screen TV. We plan to share photos among us so each has a complete set (thank goodness for the ease of trading digital photos). The LSA burned fewer gallons of fuel than the automobile and each passenger enjoyed getting out of the car for one of the four legs each way. LSA are also great viewing platforms with broad visibility and most are roomy so no one felt cramped. The fly/drive trip was such a hit that we plan a repeat soon and may do several over the months and years ahead. None of my passengers are likely to take up flying nor buy an aircraft. Yet they will assuredly tell their friends about the unique mode of travel they experienced. Others who witness their feeling of excitement may become interested in flying. I didn't plan this as a means of showcasing the wonder and efficiency of flight but that was the result nonetheless. You can bet these four friends will each tell several more friends about how cool it was to go by LSA and those stories will also be passed along. I think that's worthwhile. Of course, I was happy to log 11.5 hours of flying after carefully checking weather and aircraft as I sought to ensure a positive experience for all. I encourage you to try it sometime ... just plan well and see to your passenger's comfort and safety. Take a short tour of the Miami skyline by LSA. ATC put us at 500 feet AGL, below the tops of some buildings but the reliable Rotax 912iS never missed a beat. The hotel at the end is the famous Breakers seen in several movies. Enjoy:

This last weekend I did something I’ve never done before. It worked much better than I expected and I want to pass along the idea for others to consider. It won’t always work but it could help introduce more people to the pleasure of flying. Four friends and I took a trip from my home near Daytona Beach, Florida to the Florida Keys with a stay in Marathon Key plus ground and aerial tours of Key West. This trip was some time in planning; I referred to it as a fly/drive vacation. We used the long weekend trip to celebrate a special birthday. You can likely interpret what “fly/drive” means quite easily but let me put some detail to the story. For the flight I used a four-partner-owned Flight Design CTLSi so the first step was to schedule the plane with the owners. No problem as we were leaving Friday and would return Monday.

Lightning XS Contrasts with FK131 Jungmann

By Dan Johnson || February 28, 2014 Leave a Comment (Edit)

With its nose cowl unpainted and without wheelpants or other fairings, Lightning XS still easily managed 130 knots. Full XS potential will be revealed with more test flying.

Peter Funk is a talented and prolific aircraft designer with a proven ability to grab wide attention at airshows.

FK131 Jungmann replicas are beginning deliveries to customers. The design was announced less than one year ago.

In my previous post I made a passing mention of a coming flock of four seat aircraft loosely based on the two seat LSA that five manufacturers are presently building. As promised, more on that later. In this post I want to focus on two alternative directions. First is the Arion Aircraft Lightning XS, a kind of big brother to the Lightning LS, which can be flown as a SLSA, ELSA or EAB kit. You don't need a medical to fly LS. You will for the XS (or "Excess") and you will have to build it, but the newest variation from Arion promises to be a hot performer realizing the potential this all-American design has always possessed. Arion boss Nick Otterback said, "We flew our new kit the Lightning XS [that] is based on our popular Jabiru powered Lightning kit but with several design changes incorporated." XS has been designed to allow engines up to 160 horsepower. Along with a taller stance on longer gear legs Arion's team can use engines spinning bigger diameter props. Also standard are 40 gallon fuel tanks and a gross weight of up to 1,650 pounds. N320XS is powered by a Superior XP320 160 horsepower engine similar to the Lycoming design. "The first flight was a kick in the pants for the little bird," said Nick. He indicated that 130 knots came easily at a 2150 rpm throttle setting and that's on an aircraft without fairings, wheels pants, or a clean-up kit. They are using the carbon ground adjustable prop from Sensenich. "We have yet to tune [the prop] to the plane," suggesting that Arion expects considerably more speed. "With a normal cruise range of 2300-2500 rpm it will be very interesting to see where the XS finally settles in at speed when cleaned up and with a tuned prop." Importantly, Lightning XS opens the door for kit customers who want engine choices and higher performance. "Our standard Lightning LSA-compliant kit with the 120 horsepower Jabiru 3300 remains available and is selling well," Arion reported. Across the Atlantic, European design guru Peter Funk reported on his fascinating FK131 Jungmann replica first reported after Aero 2013. Peter said, "With the beginning of 2014 B&F Speyer delivered the first two customer aircraft of the Light-Sport FK131." Created from drawings of the Bücker 131A version, the new/old model from this talented designer won immediate strong interest at Aero, the 2014 edition of which follows immediately after Sun 'n Fun 2014. Where the original Jungmann 131A had been powered by an 80 horsepower Hirth HM60 engine, the replica FK131 uses a 82 horsepower Walter engine produced in the Czech Republic. The basic design of this engine dates to 1935 like the airframe, but it has been updated in many details to current technology. "The main part of the flight test program has been completed," Peter reported, as the design moves toward type certification in Germany as light aircraft. FK131 is also being produced in kit form for kit builders and as a Light-Sport. "The recorded performance data are coming very close to the original design. Also static flutter tests had been completed; they prove the design to be free of flutter up to over 400 kilometer per hour (250 mph)!" A row of following Jungmanns are scheduled to be delivered during 2014. At present the demand is exceeding the production capacities, Peter said. Production FK Lightplane models such as FK9 and FK12 Comet (video) are represented in the USA by Hansen Air Group For examples of Peter Funk's other attention-getting designs, see these posts: Funk Announces FK131 Jungmann Replica Project Stunning P-51 Replica, the Fk51, Looks Remarkably Authentic Peter Funk Wows Aero Crowds with Lemans Version of Sleek Polaris

Last News Rush Before Sebring 2014 …

By Dan Johnson || February 27, 2014 Leave a Comment (Edit)

Progressive Aerodyne's Searey Elite won FAA airworthiness with the Rotax 914 engine.

And now for something completely different: Aeromarine-LSA's Zigolo MG-12.

Rotax expert Phil Lockwood will give his signature engine presentations at Sebring 2014.

People are starting to arrive in Florida. Today, we had a pleasant lunch conversation with Dynon's president Robert Hamilton. He observed that Dynon enjoyed their best year ever in 2013 and they continue bringing new avionics innovations at modest prices. Fellow Dynon staffer Kirk Kleinholz was in the state even earlier traveling around offering tech support. Great work, Dynon-ers! As we all enter the last-minute rush to head to the tenth Sebring, a few news items arrived and I'll run through them so you have some idea of what will be present at the LSA event. Progressive Aerodyne announced they received FAA acceptance for the Elite version of their Searey Amphibious LSA. Searey Elite is mightily powered with a Rotax 914 turbocharged engine; you can see a short video of it launching in this article. "This stylish aircraft offers many advanced features such as a large sliding canopy that can remain open while flying. The Searey Elite also has the very latest in-flight, GPS, [Angle of Attack indicator] and Gear Position warning systems, a wide cabin, and much more," said the company. Airworthiness certification for the Searey Elite was issued in December 2013, and the first two airplanes will go to private owners in January 2014 at a ceremony to be held at Progressive Aerodyne's manufacturing facility in Tavares, Florida. Searey Elite will also be on display at Sebring 2014. Adam Yang, CEO of Progressive Aerodyne, had this to say about the certification of the Searey Elite, "We are so pleased and excited about being able to offer our Searey Light Sport Amphibious Elite to the market. We believe that our airplane fulfills a much anticipated desire for those customers who want to experience the fun and adventure of flight, both in the air and on water, with ease." Unlike some intriguing LSA seaplanes, you can buy a ready-to-fly Searey or Searey Elite now. Something completely new: Aeromarine-LSA — a company name you may not know though you know some of their products such as Mermaid amphibious LSA -- from a familiar name in the industry, Chip Erwin. Aeromarine-LSA announced the first American flight of the new Zigolo SSDR concept motorglider. A Single Seat De-Regulated (SSDR) aircraft, Zigolo does not require any license, medical, registration, or certification to fly it. SSDR is a European initiative that closely resembles Part 103 but at 225 pounds empty, this superlightweight flying machine will have no trouble qualifying. The 36-foot span Zigolo is powered by a 25-horsepower gasoline engine, however, the company said an electric-powered option is close to completion. Electric power will provide self-launching capability for gliding or quiet and smooth dawn patrols and evening flights and still met the SSDR criteria. Zigolo is available in a classic kit for only $14,500. This price includes the engine and a complete aircraft rescue parachute system. Build time is only 100 hours. An even better option is the Almost-Ready-To-Fly aircraft referring to a finished Zigolo disassembled and packed in one easy-to-ship crate. "Some Assembly required" means a pictogram assembly manual and an afternoon to put it together! The Almost RTF Zigolo includes everything you need to fly plus a complete aircraft parachute rescue system all for only $16,000, just $1,500 more than the 100-hour kit. Aeromarine provided this video of the Zigolo MG12 performing flight maneuvers including wing mounted viewpoints. The Rotax guy that Rotax mechanics seek for advice is Phil Lockwood. As the largest Rotax distributor and service center in the country, he and his team have learned the old fashioned way about problems ... by working on hundreds of engines and seeing any problems for themselves. Lockwood also has a direct connection forged over many years with Kodiac guru Eric Tucker and the folks at the factory in Austria always check in with Lockwood to see what's happening with their engines in the field. So when it's THIS guy, Phil Lockwood, who offers you his advice for free in an airshow forum, people flock to the venue. Phil will be doing his standing-room-only presentation again at Sebring: Rotax 912 series on Thursday the 16th and Saturday the 18th in Forum Area 2 from 10:45 am to 12:00 noon. A Rotax two stroke forum will be held on Friday the 17th from 10:45 am to 12:00 noon in Forum Area 2. Phil also added, "Lockwood Aviation Supply will offer special extended hours for customers who would like to shop and pick up parts during the Sebring US Sport Aviation Expo. The company's warehouse is located at 1 Lockwood lane just a few hundred yards to the south from the show on the Ramp at the Sebring Airport." Hours are Saturday from 8:00 AM to 5:00 PM and Sunday from 8:00 AM till 2:00 PM.

People are starting to arrive in Florida. Today, we had a pleasant lunch conversation with Dynon’s president Robert Hamilton. He observed that Dynon enjoyed their best year ever in 2013 and they continue bringing new avionics innovations at modest prices. Fellow Dynon staffer Kirk Kleinholz was in the state even earlier traveling around offering tech support. Great work, Dynon-ers! As we all enter the last-minute rush to head to the tenth Sebring, a few news items arrived and I’ll run through them so you have some idea of what will be present at the LSA event. Progressive Aerodyne announced they received FAA acceptance for the Elite version of their Searey Amphibious LSA. Searey Elite is mightily powered with a Rotax 914 turbocharged engine; you can see a short video of it launching in this article. “This stylish aircraft offers many advanced features such as a large sliding canopy that can remain open while flying.

The “Real” LSA Market & Future Growth

By Dan Johnson || February 24, 2014 Leave a Comment (Edit)

In talks I give at airshows, I've begun to focus on what I term the "real" LSA market. Many folks are confused and even our ByDanJohnson.com statistics and articles about market share ranking add to the fog obscuring the big picture. The chart below attempts to burn off that fog and provide a clearer understanding. However, the table — meant for use when I proceeded line by line in a live presentation — needs some explanations. The chart attempts two tricks. The first goal was to contrast general aviation (GA) with Light-Sport aviation. We compare only to single engine piston GA aircraft as we saw that as the closest match. So the chart has at top left, a figure of 790, which is the number of Type Certified general aviation aircraft delivered in 2012, the latest full year of information at the time of the chart's creation. Come down one line to see the total of Special LSA airplanes registered in 2012, again noting that LSA report registrations where the GA industry states deliveries; these two stats are not identical but are close enough for the purposes of this discussion. As you can see, the industry registered 259 aircraft. The term "Ratio" relates 259 to 790, showing LSA registrations to be about a third of GA single engine piston aircraft delivery. The term "Share" means the LSA portion of the sum of 790 + 259 or 1,049 total single engine piston aircraft. Secondly, however, SLSA "airplanes" are not all the "aircraft" in the LSA fleet. "Airplanes" refer to fixed wing, three axis ... basically more conventional aircraft. "Alternative LSA" refers to weight shift, powered parachute, gyroplane, and glider categories that add more registrations. We do not include the latter group in our market share rankings as the FAA database on these aircraft are suspect. The reason is the many different models and names and a general lack of database entry clerk awareness of them coupled with registration applications that likely confuse those clerks with different naming conventions. For example, a trike with a different wing is a somewhat different model but could use the same or a different name. Powered parachutes can be equally baffling to the uninitiated. Even though we can't count them reliably (so we skip them, with regrets to those enthusiasts), they are real and they are being sold. They add an average of another 50 or more SLSA per year, which represents a bit over 6% of all GA aircraft sold. Then, we have to add ELSA or Experimental (not factory built) LSA. More are coming but Van's Aircraft's RV-12 presently dominates this field, having registered 203 units by the end of 2012. All told, ELSA add an average of 74 units per year, which is nearly 10% of all general aviation single engine pistons delivered. Sum these groups and you have an estimated 383 registrations of LSA types in 2012, a figure that is nearly half of the GA single engine pistons and a third of all aircraft manufactured in 2012. Yet, as the late night infomercials boast, "That's still not all!" Adding to the total of LSA aircraft are many former two seat ultralights that were registered as a kind of special ELSA during a grace period. That period ended some years ago, so no more will be added, but we estimate that at least 4,500 examples are still flying. Add them all and you see more than 8,000 Light-Sport Aircraft, which accounts for about 5% of the entire single engine piston fleet in the USA ... but that still doesn't fully describe the sector. We finish the picture by noting that many Experimental Amateur Built (the so-called 51% rule airplanes) can be flown by someone possessing a Sport Pilot certificate or using a higher certificate without a medical to operate as a Sport Pilot. We don't provide an estimate, but cautiously call this "thousands" more. Many people call these "Light-Sport Aircraft" but they are not; they are EABs. Likewise some folks still call the Sport Pilot certificate a "Light-Sport license," which is an incorrect term. We prefer to call these "Sport Pilot-eligible" aircraft using a phrase coined by EAA staffer Ron Wagner. We hope the chart above helps to clarify the true size of the LSA market. Remember, these figures only refer to the United States. Many thousands more fly in other countries. Next, let's look to the future. The graphical chart comes from Barr Group Aerospace. Chart lovers can find many more at this website focused on general aviation (most of the info is for larger, working aircraft). The following chart shows the history — including the plunge from 2007 figures to the depths of 2010, a slide of greater than 50%. It also gazes into a crystal ball and attempts to show future trends. Right or wrong, the view of the statisticians behind this chart suggests a strong role for Light-Sport Aircraft at about 23% of all aircraft including jets and Experimentals. Jets are expected to grow as are Experimentals. It looks less rosy for piston and turboprop perhaps as LSA and EABs will capture some of these sales. Then, we have to contemplate the arrival of a new wave of four seat or larger aircraft from the flock of non-legacy companies currently building two seat LSA ... but that's a story for another article.

In talks I give at airshows, I’ve begun to focus on what I term the “real” LSA market. Many folks are confused and even our ByDanJohnson.com statistics and articles about market share ranking add to the fog obscuring the big picture. The chart below attempts to burn off that fog and provide a clearer understanding. However, the table — meant for use when I proceeded line by line in a live presentation — needs some explanations. The chart attempts two tricks. The first goal was to contrast general aviation (GA) with Light-Sport aviation. We compare only to single engine piston GA aircraft as we saw that as the closest match. So the chart has at top left, a figure of 790, which is the number of Type Certified general aviation aircraft delivered in 2012, the latest full year of information at the time of the chart’s creation. Come down one line to see the total of Special LSA airplanes registered in 2012, again noting that LSA report registrations where the GA industry states deliveries; these two stats are not identical but are close enough for the purposes of this discussion.

Sebring No-Show Bargains Will Attend Sun ‘n Fun

By Dan Johnson || February 22, 2014 Leave a Comment (Edit)

Photographed before snow invaded the Midwest, you see the very distinctive BushCat in Safari-wear.

Aerotrek is available in trigear or taildragger for a modest price.

The unique offering from Adventure Aircraft is going through flight trials (see video).

Not long ago, I posted about Kitfox tending to business and expressing regret that they chose to stay home in Idaho versus making the trip to the Sebring LSA Expo 2014. Team Kitfox was not the only one, however. In addition, AeroSport didn't bring their BushCat, nor did Aerotrek bring their A220 or A240, nor did Quicksilver show with their SLSA candidate, Sport 2S, or their joint venture Electric Motor Glider (a very cool project from the west coast about which I will do a further update in the future). The reasons for these no-shows were varied but the good news is that they'll be at Sun 'n Fun. Oh, and one more thing about all four aircraft mentioned below: each of them offers a purchase value that defies the current mindset about the cost of modern LSA. BushCat by SkyReach is one of those SLSA that easily answers the lament, "These LSA have become too expensive." Too many pilots say this without considering their other choices. Sure, if you want all-carbon fiber with huge glass panels, autopilots, and endless bells and whistles, you'll need to be prepared to pay for those goodies. They'll cost you a literal fraction of what the same gear on a new Type Certified aircraft will cost (for example, a new Cessna 172 lists for more than $400,000!). Yet if you need to watch your budget but desire a capable aircraft, BushCat offered in the USA by AeroSport has an answer. President Daniela Knoll wrote, "Unfortunately we had to cancel our flight to Sebring. The brutal temperatures we have been having in the Midwest are just horrendous." At the extreme temperatures the Midwest has seen this winter problems can arise with engines and other hardware so AeroSport made a decision based on safety. "We plan on being able to make it down for Sun 'n Fun as we also have a booth reserved," finished Daniela. Be sure to check out this modestly priced aircraft with its numerous unique features that make it stand out from the herd. Another no-show that wanted to be at Sebring was the also-reasonably-priced Aerotrek. Proprietor Rob Rollison wrote, "As much as I appreciate every opportunity and venue to display and promote our Aerotrek aircraft, [we are fortunate to be] sold-out until late-August 2014." Rob has been a steady participant at Sebring, and said, "Over the years the Sebring event has been very worthwhile because it is an event focused on LSA-type aircraft. So, even though we skipped Sebring for the first time this year, we have every intention of being there next year." Rob hasn't been sitting around idly though. He added, "At Sun 'n Fun 2014, we are increasing our aircraft display area. We'll be right across from Cessna at the East end of the Main Area." Why buy such a large space? Well, some ideas aren't ready for public distribution yet but a primary one we can talk about is the effort to create, as Rob put it, "a sort of an annual 'Aerotrek fly-in' for as many of our aircraft owners as can make it to this great event. So, we need lots more room for lots more planes at our display. One more company that was absent at Sebring but will be present at Sun 'n Fun is Quicksilver Aeronautics, and their joint venture with Adventure Aircraft and their Electric Motor Glider or EMG (see video below). Quicksilver, the producer of more than 15,000 kits over the years, has been head-down to earn their SLSA approval from FAA. The company was audited in December and is tweaking final elements to gain agency acceptance. They hope to roll out their new SLSA-version of the ubiquitous Sport 2S at Sun 'n Fun. The EMG is a fascinating project from LSA maintenance gurus Brian and Carol Carpenter. Their website has a great deal of info on their project but the goal is no less than a Part 103 electric-powered motorglider ... one that can accommodate other powerplants so as to remain versatile while electric power continues its furious pace of development. Thinking of aircraft like EMG, Chip Erwin — who debuted his superlight (Part 103-legal) and low priced Zigolo at Sebring — may show at Sun 'n Fun with the electric power version of this charming aircraft from Italy. You'll have lots to see at Sun 'n Fun 2014; I hope to see you in the Sunshine State! Here's a compilation video of the new EMG project:

SkyCraft Updates Progress on their SD-1 Minisport

By Dan Johnson || February 21, 2014 Leave a Comment (Edit)

SD-1 Minisport is presently going through taxi testing at Spanish Fork Airport (U77).

Read our introduction report on SD-1 Minisport and its several singular qualities.

SkyCraft made a splash at AirVenture 2013 with their single seat SLSA candidate.

Got Bitcoins? You can now pay for your SD-1 Minisport with the cryptocurrency.

After making a big splash at AirVenture Oshkosh 2013, the young team from SkyCraft Airplanes went home, rolled up their sleeves, and have been burning the midnight oil preparing the affordably priced single seater to meet ASTM standards and gain FAA's nod for production. For those less informed, meeting the new industry consensus standards to earn government acceptance is a sharp deviation from FAA Type Certification. The task nonetheless represents a very significant work effort involving dozens of detailed tests and 100 hours of flight testing supported by hundreds of pages of documentation (read our earlier assessment of the costs involved). Even a well heeled organization like Icon has taken years to get all the pieces in place. However, sometimes a smaller, more nimble organization with very clear goals can go more speedily through the process. SkyCraft Airplanes is composed of an energetic group lead by CEO Tyler Ives. Recently Director of Marketing Paul Glavin sent an update on progress to goal. "It's been a busy winter for SkyCraft Airplanes as we move closer to SLSA Certification for the SD-1 Minisport," he said. Earlier the company noted Minisport was being equipped with an ethanol-resistant fuel system, which allows the engine to run on premium unleaded from your local gas station. "Since then we've upgraded the exhaust and computer systems on our fuel-injected Hirth F-23 which will increase the efficiency of the engine, allow for a smoother idle, and reduce engine vibrations throughout the aircraft." Paul added that flight testing will continue in February after installation of these upgrades is complete. The $55,000 SD-1 Minisport is one of the true bargains in the LSA fleet and that's for an aircraft with interesting standard equipment and services. SkyCraft Airplanes has worked to reduce operational costs as well with exceptional fuel efficiency, removable wings for trailer storage, free engine and propeller overhauls, and the ability to run on unleaded automotive gas. Yet $55 grand is still a chunk of change to lay out and the company has a solution for budget-constrained pilots. Now the Utah-based company is now offering financing for the SD-1 Minisport, making it affordable to an even wider audience. Finance terms allow for minimum payments of under $500 a month following a 50% down payment (or about $30,000). See more details on SkyCraft financing. The young and motivated SkyCraft team has also secured minimum liability insurance for the SD-1 Minisport costing just $200 a year. The policy covers up to $1,000,000 in bodily injury and property damage. This adds only $2.50 an hour to the plane's real cost of ownership based on flying 80 hours a year. Complete hull coverage can be added for $1,375 a year, putting the monthly cost of a fully covered Minisport at just over $130. Finally, one bit of news that again shows these youthful fellows are thinking out of the usual aviation box. "In December 2013, SkyCraft became the first airplane manufacturer to sell its planes for Bitcoin, the Internet's most valuable digital currency." They report the decision sparked excitement in the Bitcoin community, as SkyCraft was featured by several Bitcoin news outlets, including the Bitcoin Examiner. "Since the announcement, orders for the SD-1 Minisport have nearly doubled," said Glavin. See SkyCraft's website for more on the Bitcoin opportunity.

Flight Design Expands to Accommodate Growth

By Dan Johnson || February 19, 2014 Leave a Comment (Edit)

Since the beginning of Light-Sport Aircraft almost ten years ago — this summer at EAA AirVenture, the SP/LSA sector will celebrate its tenth anniversary with special functions — Flight Design has continuously led the fleet size statistics as seen in our market share charts. In recent years, along with most other LSA manufacturers, a tough global economy slowed the enterprise. However, as 2013 began to show renewed sales activity and with positive forecasts for 2014 and 2015, Flight Design and many other of the LSA "majors" have been again growing their staff, inventory, and physical facilities. Recently the German company sent photos of its new quarters in Kamenz (pronounced like "commons") in eastern Germany almost directly north of Prague in the Czech Republic. Most senior staff moved from the company's Stuttgart, Germany base to the new facility and the Light-Sport models including the CT series and more are now housed in a spacious hangar on an airport. Previously the growing company had operations in multiple locations, which can affect efficiency. The new Kamenz location helps. "We are now occupying a big hangar plus a smaller structure used for pre-delivery flight testing. The new quarters are located at a former military base, 100 miles (160 km) south of Berlin with a 3,000 foot (1.000 m) paved runway," noted Flight Design GmbH board member and company director, Christian Wenger. "We are able to use the large hangar to stage finished aircraft after routine production and flight testing is complete. Once approved by engineers, Light-Sport Aircraft and European Ultralight aircraft are prepared for shipment to dealers in other countries or for pick up by European dealers and customers." Departments include work shops for avionics and engine installation, composite repairs and painting, plus final assembly after receiving major components from another division outside Germany. Flight Design's Kamenz facility takes over all responsibilities of Flight Design's former Stuttgart center, the company noted, to further streamline operations, optimize costs, and reduce complexity in the manufacturing and distribution of CTLS Light-Sport Aircraft. Inside the main building referred to as "Hangar 1" the company reported having ample office space for the EASA Part 21J Design Organization (including engineering and flight test) and EASA Part 21G Production Organization (including quality management staff and production management). The upper floor on the northeast side is occupied by Finance & Administration, including meeting room and Directors office. Why all this new space and those obscure new regulatory designations? "Presently we employ 18 people in Kamenz," Wenger said, "with 10 of them working on aircraft completion and delivery. The German company continues to own and operate a large component fabrication facility in Ukraine, which is constantly monitored and supervised by Flight Design personnel. Flight Design is one of an expanding group of LSA manufacturers that are pushing into larger aircraft with four seats or more. Evektor was one of the first with their four seat Cobra and close behind is Italian giant, Tecnam, which has a four seater in progress (P2010). The company is presently marketing its dual-Rotax-engine Twin and has announced plans for larger commuter-sized aircraft. Pipistrel has flown their sleek retractable four seater, Panthera. The Airplane Factory is flying their four-occupant Sling 4. Others not yet publicly unveiled are in the works. Flight Design is also working steadily in the sector with their four-seat, all carbon-fiber C4 among other ideas under consideration. With legacy producers like Cessna focused on jets and other working aircraft, the new breed of four seaters might emerge powerfully from the LSA space and Flight Design is preparing for that future with their move into the new quarters in Kamenz.

“Engine that Changed Aviation” — Rotax 912

By Dan Johnson || February 14, 2014 Leave a Comment (Edit)

The first Rotax 912 in 1989. See FAQs for the newest model: 912 iS. all photos courtesy Rotax BRP

The first aircraft to fly with a Rotax engine. To mark the 25th anniversary of the Rotax 9-series engines, BRP is organizing the second Rotax Fly-In June 5 to 7, 2014 at the airport in Wels, Austria.

Francois Tremblay, director, Rotax aircraft engines.

Rotax introduced its new 912 iS in 2013. See our video interview about the first 912 iS to operate in the USA.

The big company bills the now-iconic Rotax 9-series engines as "The Engine that Changed Light Aviation." Today, few would dispute the claim that the 912 altered light aviation with its low weight and modern design, although Continental Motors, Lycoming, and others have long supplied powerplants for the light aircraft of earlier periods. On Valentine's Day 2014, Rotax BRP celebrates the 25th Anniversary of its Rotax 912 engine. The four cylinder engine series that now dominates the light aircraft landscape got started in 1989 and was introduced to Americans a couple years later. The company started production of aircraft engines in 1973. Their first certified aircraft engine was delivered in 1975. In answering the question about the potential for a new aircraft engine, Rotax BRP said it perceived, "... market demand ... for a modern, reliable engine that would meet the expected performance. In 1985, the company started the development of a two-cylinder flat engine especially for the aircraft business. Though the performance of 65 horsepower was substantially higher than current aircraft engines [that were producing] 40 horsepower, BRP expected more. With the development of a four-cylinder flat engine, BRP wanted to reach the next level: the 80 horsepower engine category." BRP's Rotax 912 development was a project dedicated to the aircraft market. "For the very first time, all conditions needed on an aircraft engine were considered," the company noted, particularly power-to-weight ratio. Compared to many powerplants of the late 1980s, the 9-series incorporated liquid cooling and a gear box that slowed the higher-revving engine to usable propeller speeds. The fresh design produced a physically small but powerful engine that brought quieter operation. "A lot of our engineers were pilots and they could share their personal experience and theory. Above all that, they understood the essential requirements of an aircraft engine," said Francois Tremblay, director, Rotax aircraft engines. Because "about 20 of our employees on the aircraft team are pilots ... we are very close to our market and know about the demands in the field," he added. The first flight tests with the Rotax 912 engines were conducted on an airfield in Wels near the company's large production plant in Gunskirchen, Austria, using a Falke glider from the German Scheibe company. Later, the engine was installed into a Dimona model from the Hoffmann company (now called Diamond Aircraft). The company recalled, "For the altitude flight test in 1993, the Rotax 912 engine was modified and equipped with a turbocharger. The airplane — an HK36 Super Dimona model — powered by the Rotax 912 engine with turbocharger reached an altitude of 33,000 feet (11,000 m). As a result of this flight test, the Rotax 914 engine prototype (a Rotax 912 engine with turbocharger) was built. The concept was successful. The company started the development of the Rotax 914 engine and production began a short time later." In 2013 Rotax BRP introduced its latest variation, the 912 iS fuel-injected engine. About the new model, the company reported, "Real-life flight results are showing an improved fuel economy of up to an average of 30% (vs. the Rotax 912 ULS engine) compared to the 21% improvement mentioned at its launch." The Rotax 912 iS engine automatically improves its fuel efficiency by switching to a lean ECO mode once the throttle is pulled back to a throttle setting below 97% after the aircraft's start and climb phases. This results in lower operating costs and an improved carbon footprint due to lower carbon dioxide emission levels.

The big company bills the now-iconic Rotax 9-series engines as “The Engine that Changed Light Aviation.” Today, few would dispute the claim that the 912 altered light aviation with its low weight and modern design, although Continental Motors, Lycoming, and others have long supplied powerplants for the light aircraft of earlier periods. On Valentine’s Day 2014, Rotax BRP celebrates the 25th Anniversary of its Rotax 912 engine. The four cylinder engine series that now dominates the light aircraft landscape got started in 1989 and was introduced to Americans a couple years later. The company started production of aircraft engines in 1973. Their first certified aircraft engine was delivered in 1975. In answering the question about the potential for a new aircraft engine, Rotax BRP said it perceived, “… market demand … for a modern, reliable engine that would meet the expected performance. In 1985, the company started the development of a two-cylinder flat engine especially for the aircraft business.

New Pipistrel Benchmarks: 25 Years / 600 Aircraft

By Dan Johnson || February 14, 2014 Leave a Comment (Edit)

One of the top LSA manufacturers and a coming producer of four seaters is Pipistrel, which I visited last year. Recently the company announced that it completed and delivered its 600th aircraft, after which they shipped it halfway around the globe to Australia. The down under country, presently in its summertime (a warm thought while the Eastern USA digs out from yet another heavy snowstorm), fully accepts ASTM standards. On the occasion of its production of Pipistrel number 600, the Slovenian company with an LSA facility in nearby Italy, also celebrated its 25th anniversary. The twin achievements gave an opportunity for the Pipistrel team of 80 members to pose with aircraft number 600. Regular factory visitor and Australian distributor (also the rep for the United States), Michael Coates joined the photo. Michael has been a Pipistrel distributor for over 15 years and was chosen as the "Distributor of the Year" in 2012. Today Pipistrel is recognized for its sleek composite designs but the company got its start making weight shift aircraft, or trikes. Including all aircraft types, Pipistrel stated they have built "well over 1200 different aircraft." The Coates distribution organization boasts of selling more than 100 of these employing his team of promoters and dealers on two continents (Australia and the USA). Pipistrel's company network of distributors and dealers operates in 40 countries and the company reported that "our aircraft fly in 67 countries." Pipistrel said it will mark the celebration of its 25th anniversary throughout the year with "special events, achievements and world record attempts." The added, "We are proud to announce that our entire yearly production for 2014 has been sold out already so aircraft number 700 will also be produced [in 2014]! See our video interview with company founder Ivo Boscarol at Aero 2013.

Proving STOL Means “Short Takeoff & Landing”

By Dan Johnson || February 12, 2014 Leave a Comment (Edit)

New Zealand is a land of great variety from mountains to beaches.

Deane Philip in his STOL CH 701, powered by a 100-hp Rotax 912ULS engine, demonstrated a STOL takeoff. photos courtesy Zenith Aircraft

Among Light-Sport Aircraft enthusiasts, certain qualities of our wonderful airplanes are compelling. While fuel efficiency is high on the list as are great visibility and modest prices, another characteristic often rises high in the minds of aviators: STOL, shorthand for Short Takeoff and Landing. Now honestly, virtually all our aircraft exhibit much shorter takeoffs and landings than nearly any general aviation airplane, owing to the light weight and high power-to-weight ratio of LSA. However, even among the standard good performance, some machine rise more quickly than others. For decades, Zenith Aircraft has sold the CH 701 and now the CH 750 that offer some of the best short field performance of any light plane. Recently the company described an event down under (where it is summertime). "Down under" in this case means New Zealand. Every year pilots gather in Omaka, New Zealand for the Healthy Bastards STOL Competition. This year Zenith reported their aircraft took first and second place in the microlight or LSA 1,320 pound category. Third place went to a Carbon Cub while a pair of Rans — S7S and S6S — took fourth and fifth place. Altogether 41 aircraft joined in the competition. Sebastien Heinz, president of Zenith Aircraft, congratulated the winning pilots, Deane Philip and Jock Struthers. "The STOL CH 701 is an easy airplane to fly with its tricycle configuration, side by side seating and superb visibility." Heintz said. "Those factors enhance any pilot's chances in a spot landing competition. [Our 701] continues to offer outstanding performance even when compared to special-purpose tube-and-fabric taildraggers." Why is the contest called "Healthy Bastards?" Zenith explained that it is named after a video produced by a flying doctor service in New Zealand. The video is said to capture what "people on the street" think about health and what actually makes a "Healthy Bastard." The video, offered for sale, also gives viewers an insight into the magnificence of New Zealand and some of the unusual but wonderful people that live in the country. It addresses Dr. Dave Baldwin's mission of trying to find "the healthiest bastard in the bush." The video was developed from book "Healthy Bastards" both of which combine not-politically-correct humor with serious health messages. Zenith warned, "Beware, as this movie 'ain't for the faint hearted'." See the in-flight video below to see how short takeoff and landing was when done by winner Deane Philip in his Zenith STOL CH 701 at the annual "Healthy Bastards Bush Pilot" contest.

Going, Going, Gone … So Long, Skycatcher?

By Dan Johnson || February 10, 2014 Leave a Comment (Edit)

In the last few days, I was informed about a most unusual negotiation. A group that I agreed not to identify approached Cessna Aircraft with an offer to buy all remaining Skycatcher LSA. Various reports identify more than 80 aircraft parked around Wichita, home to the aviation giant. Some Skycatchers are allegedly complete, some supposedly lack engines or other components. The group with which I communicated made a multimillion dollar offer to acquire all this static inventory. Cessna took it seriously enough to send some executives to discuss the offer in person. "We thought we had it done," I was told by the leader of the group making the offer. "Eventually they got back to us and said it was a no-go. I think they plan to use the aircraft and parts they represent to maintain the existing Skycatcher fleet," my source said. Cessna has a proud tradition of supporting all their models for the long run. It is said you can still get parts for a Cessna 195, production of which ended 60 years ago. AOPA's LSA-friendly journalist, Al Marsh, reporting on the organization's website wrote, "Cessna Aircraft officials have decided that the remaining 80 two-seat Skycatcher light sport aircraft will not be sold, but rather will be used for spares. The decision came in late January when dealers were notified that the aircraft is no longer in the Cessna lineup. Cessna CEO Scott Ernest declared last fall [at the National Business Aircraft Association convention] that the Skycatcher had 'no future.' The Skycatcher no longer appears on the Cessna website." See earlier articles on the brouhaha created by Ernest's vehement dismissals of the Cessna LSA's future here and here. Our LSA market report shows 275 Skycatchers have been registered, including those still in Cessna's name. Subtracting 87 aircraft claimed to be sitting idle, this suggests 188 have been delivered to customers. My source indicated that Cessna experienced challenges with Shenyang Aircraft in China and might see the value in using unsold aircraft as a parts bin for those customer airplanes. Back when Cessna made the decision to contract with Shenyang to build Skycatchers, a wave of malcontent erupted with many Americans denouncing the move. (See our two articles here and here.) The company appeared to surmount that problem but as the 162 model finally got into customers hands some weren't impressed. When new CEO Ernest replaced Jack Pelton and sharply raised the price from $115,000 to $149,000, many took them up on the opportunity to get back their $5,000 deposit. Skycatcher never recovered and the once-strong order book numbering close to 1,000 withered dramatically. Al Marsh continued, "There was a brief effort to approve the Skycatcher in the Primary category for delivery in Europe [where a reported 80 orders were on the books; see article], but changes demanded by the FAA that would have required additional expensive flight testing halted those plans. Efforts to sell all remaining Skycatchers failed because Cessna officials did not want customers to be frustrated by a lack of parts." (See Al's full report at the link above.) One commenter to the AOPA story wrote, "It's a shame that the market can't support these newer low cost planes." While I hear his lament, I believe the market can and does support lower cost airplanes; in fact, much lower cost SLSA than Cessna's Skycatcher are available. And LSA sales are finally showing growth after some very sluggish years. The uncomfortable truth is Skycatcher didn't grab the market as the big company expected and now it appears to be flying off into the sunset. Legacy producers Cessna, Piper, and Cirrus may have all departed the LSA space but plenty of others are ready to fill the skies including huge kit builder Van's Aircraft plus numerous U.S. and foreign manufacturers. The next phase of this invasion by brands you never knew until the last decade may be in the four seat space where LSA companies are moving aggressively to develop much more cost effective four seaters (and even larger aircraft) to add to their two-seat LSA designs.

Sunseeker Duo … Ultimate Solar Electric Aircraft?

By Dan Johnson || February 10, 2014 10 Comments (Edit)

Eric and Irena Raymond hail from Ramona (California, USA). See our video interview with Eric.

Years ago when we were just getting started in our flying careers, one fellow I paid attention to was Eric Raymond. Eric was a very talented hang glider pilot who strove to fly in the highest performing aircraft ... at that time the Manta Fledgling, a "fixed wing" hang glider with a category leading glide angle in those days. (Today's "flex wing" hang gliders significantly surpass the Fledge'.) Eric was also a daring aerobatic hang glider pilot long before most folks knew you could fly a hang glider in that manner. In other words he's been a leading edge pilot for a long time. In recent years he's been flying an all electric, solar-boosted glider across Europe. Yet he remained restless, seeking the very most he could do with electric power, which as most readers know, is still in the rapid development, not-quite-ready-for-market stage. Thanks to Flight Design USA boss Tom Peghiny for alerting me to Raymond's latest progress. Tom was a contest-winning hang glider pilot some years back; he remains active today and closely follows developments like Sunseeker. Eric's website — Solar Flight — reported, "Flight testing of Sunseeker Duo is underway." He indicated the goal is, "to achieve maximum performance without using fossil fuels." As Eric describes it, Sunseeker Duo is "not only the fastest solar-powered airplane ever built; it is the first solar powered airplane to offer a seat for passengers." Duo incorporates the best features of Eric's earlier Sunseeker I and II aircraft while adding numerous refinements. That Sunseeker Duo bears a resemblance to the exotic Stemme S10 motorglider is a credit to Raymond's project (in fact, Solar Flight lists Stemme as one of their "partners"). Stemme features a most unusual retracting propeller on a tractor engine; the prop blades pull inward and the forward fuselage closes up to completely hide the existence of an engine. More than a lovely, two-seat aircaft, Sunseeker Duo employs improved electric-aircraft technologies. "The solar cells used by the Duo are 50% more efficient than those used by Sunseeker II," Eric stated. "While Sunseeker II is able to cruise in level flight on direct solar power, the Duo will have enough power to maintain a steady climb on direct solar power." A tricycle landing gear arrangement familiar to all pilots ensures that the Duo will operate normally at any airport in the world. In addition the shapely long wings fold to give the airplane a hanger footprint no larger than a Cessna 172, the developer said. The airplane can also be quickly disassembled and packed into a custom trailer. Sunseeker Duo is advanced enough to achieve Solar Flight's dream of a "practical, high performance, two-place solar powered airplane." Sunseeker Duo weighs 616 pounds empty, has a wingspan of 71.5 feet, has a 20 kW (29.5 hp) electric motor powerplant, and is supplied by solar cells achieving 22.8% efficiency. With the US and Western Europe already well explored by Sunseeker I and II, Solar Flight said it is "looking towards the dramatic landscapes of Eastern Europe and Western Asia for possible expeditions with the new airplane." The Yankee inventor active in European skies these days added, "Whether it is a day of local flying above the clouds, or a transcontinental adventure freed from the constraints of fossil fuels, the Sunseekers are ready."