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

Proving STOL Means “Short Takeoff & Landing”

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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.

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.

Going, Going, Gone … So Long, Skycatcher?

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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.

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.

Sunseeker Duo … Ultimate Solar Electric Aircraft?

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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."

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.

Kitfox Stays Home to Build More Airplanes

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Kitfox hails from Homeland, Idaho in the Great American West. It's a long way from Sebring.

Yes, floats can work on snow. Northern states have seen an abundance of the white stuff this winter.

Team Kitfox stayed home from Sebring 2014 to continue cranking out kits and fully built SLSA.

Folks at Sebring 2014 noted some unoccupied exhibit spaces. As always, a few thought exhibit sales were down but another explanation are no-shows. With the northlands enduring one of the more cold and snowy winters of recent memory, a few aircraft that planned to display never left their hangars. I'll follow with about the whys and wherefores for other companies, too, but one notable miss was Kitfox, a company that for years has made the long trek from Homedale, Idaho. You might think they just didn't want to fly diagonally across nearly the entire U.S. in a hard winter and who could blame them? Yet the company offered a more nuanced explanation. "Our decision to not attend the U.S. Sport Aviation Expo in Sebring, Florida was a tough one, but was driven by our desire to deliver the best customer service possible. [Sebring] has been a valuable show for us in the past but due to our backlog of orders and the fact that our small, dedicated team of professionals hand crafts each Kitfox SLSA and Kitfox kit, we would have diminished manpower just as our product back order has been increasing." That's good news for Kitfox and is a common situation for LSA providers as they experience growing sales after some slow years. Manufacturers have to balance the costs involved with attending a show with the need to keep staff working to build and deliver airplanes. "Kitfox has been attending this great event for many years and enjoyed some terrific island hoping in the Bahamas as a reward for those working the show," said John. "We will really miss the fun of greeting folks and getting away from the Idaho winter, but meeting our delivery commitments comes first." Good for the Kitfox Team for sticking to business, though of course the crowds at Sebring missed seeing their shiny, affordable airplanes. To compensate, Kitfox offered a show special as if they attended. For example, the company includes reimbursement credits when buyers visit their expanded plant in Idaho. "It's like a mini vacation, with flying thrown in," John said, plus they offer some free options. A kit version of the Kitfox — already a value purchase — is further enhanced by the show special deal. Since long before LSA burst on the scene, Kitfox has been a pioneer in kit airplanes. They didn't miss a beat when LSA came along, meeting the ASTM standards for a fully-built SLSA version. Now, with nearly 30 years of manufacturing experience, Kitfox features refinements that continue the reputation of a backcountry performer while adding a respectable 120 mph cruise speed to a range of over 600 miles. Being American made doesn't hurt either. We have a lot of fine LSA from overseas but Yankees still like buying American when the product is as gleaming and polished as Kitfox. Give Kitfox Aircraft a ring or send an email to hear how their Sebring show special can save you money.

Folks at Sebring 2014 noted some unoccupied exhibit spaces. As always, a few thought exhibit sales were down but another explanation are no-shows. With the northlands enduring one of the more cold and snowy winters of recent memory, a few aircraft that planned to display never left their hangars. I’ll follow with about the whys and wherefores for other companies, too, but one notable miss was Kitfox, a company that for years has made the long trek from Homedale, Idaho. You might think they just didn’t want to fly diagonally across nearly the entire U.S. in a hard winter and who could blame them? Yet the company offered a more nuanced explanation. “Our decision to not attend the U.S. Sport Aviation Expo in Sebring, Florida was a tough one, but was driven by our desire to deliver the best customer service possible. [Sebring] has been a valuable show for us in the past but due to our backlog of orders and the fact that our small, dedicated team of professionals hand crafts each Kitfox SLSA and Kitfox kit, we would have diminished manpower just as our product back order has been increasing.” That’s good news for Kitfox and is a common situation for LSA providers as they experience growing sales after some slow years.

Blue Skies Over the Bluest Water Imaginable

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On the Fourth Bahamas Fly Out in January 2014, a group of four Light-Sport Aircraft and one Cessna 172 made the short hop to Bimini Island of the Bahamas from Fort Lauderdale, Florida. It may only be 50 nautical miles but at a cruising altitude of 3,000-5,500 feet you definitely fly out of sight of land ... yes, thousands of miles of ocean and no land to be seen from the cockpit. Do I have your attention yet? Even the ever-dependable Rotax 912 that powered all four LSA seems to run rough shortly after land disappears behind you. A pilot briefing from a Bahamas flying expert gave all pilots the preparation to deal with a problem en route but an actual emergency would be a major dilemma for those on board. Fortunately no such challenges arose. Experts were also on hand to help pilots file the international flight plans that have become much more complicated since 9/11. Ironically, only the FAA Type Certified Cessna 172 Skyhawk experienced problems. A magneto went out of service and the communications radio went quiet, delaying the arrival of three members of the 2014 Bahamas fly out. The problem was quickly remedied with a new part flown in from California overnight and the last of the group arrived a day later. All four LSA — two Flight Design CTLS, one Evektor Harmony LSA, and one Just Aircraft Highlander — arrived without incident or delay. As this was my third trip (twice in a Flight Design CTLS and once in a Breezer), I didn't hear the rough-Rotax sound that first time pilots always think they detect. Still, we wore life jackets (photo) for the whole 36-minute trip as donning these life jackets after you are in the water can be much harder. Plus, CTLS in the United States are sold with an airframe parachute as standard equipment providing a very comforting backup. Our fuel-injected Rotax 912 iS engine ran flawlessly over and back ... twice. I made two trips the first day, ferrying back across that 50 nautical miles to retrieve Aaron Will who could not go in the Cessna due to useful load limits. It was my shortest-ever visit to another country, a total of 15 minutes to clear customs, pay the $50 arrival fee, drop my wife, and depart again. These waters are an active shipping lane so over and back, you see ample boat traffic should the unthinkable become reality. Plus, the gulf stream current brings warm water from the Caribbean north between Florida and Bimini so if you did go into the drink, at least icy cold water will not be your problem. Despite the odds stacked in your favor, losing sight of land the first time is an eerie experience. In 2014, Sport Pilot/Light-Sport Aircraft will celebrate a Tenth Anniversary. In 2010 on the occasion of the first Bahamas Fly Out, Sport Pilot certificate holders were able to use this entry level pilot license in the Bahamas. The island nation became the first country outside the USA to accept Sport Pilots. Most of the 40 pilots that have made these Bahamas expeditions have held higher level pilot certificates, but it's nonetheless wonderful that Bahamian authorities accept the simpler license. Truly, the Bahamas government decision is understandable. This is a country consisting of more than 700 islands, of which 30 are inhabited. The two main tourist destinations are Grand Bahamas and Nassau, which are often visited by airliners and cruise ships that propel the main industry of tourism. However, the 28 "out islands" are visited most often by small 8-15 seat airliners and private aircraft. It is the privately-owned, owner-flown airplanes that bring most tourists to the smaller islands, even more than boats which also frequent these waters known for their excellent fishing and water sports like scuba and snorkle diving. Since airplanes transport more visitors to the out islands, it is no surprise that every populated island has an airport. Fuel is another matter, though. Cargo transport to small islands is limited so most have no aviation gas and auto fuel could be of questionable purity. Thus, the commonly long range of Light-Sport Aircraft make these trips that much easier and safer. Flying to the Bahamas is a thrilling over-ocean experience and a joy on arrival with warm weather, pleasant Bahamian people, good food and good sport. Someday you should try it and see for yourself the bluest water you can imagine. Thanks to Aviators Hot Line and AHL's Light Aviation for again organizing the ocean flight.

On the Fourth Bahamas Fly Out in January 2014, a group of four Light-Sport Aircraft and one Cessna 172 made the short hop to Bimini Island of the Bahamas from Fort Lauderdale, Florida. It may only be 50 nautical miles but at a cruising altitude of 3,000-5,500 feet you definitely fly out of sight of land … yes, thousands of miles of ocean and no land to be seen from the cockpit. Do I have your attention yet? Even the ever-dependable Rotax 912 that powered all four LSA seems to run rough shortly after land disappears behind you. A pilot briefing from a Bahamas flying expert gave all pilots the preparation to deal with a problem en route but an actual emergency would be a major dilemma for those on board. Fortunately no such challenges arose. Experts were also on hand to help pilots file the international flight plans that have become much more complicated since 9/11.

The Other LSA Revolution (Except Not SLSA)

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Launching an AutoGyro Calidus; video flight report to follow.

German producer AutoGyro GmbH is said to be the world's largest buyer of Rotax 912 engines.

The deluxe side-by-side seating Cavalon from AutoGyro is their top-of-the-line model.

A Bulgarian gyro in development, called Niki 2009.

Wings that go around in circles enjoy their own special niche in American Light-Sport aviation. Yankees can buy ultralight helicopters — including the Mosquito that can fit into Part 103, which is amazing in itself — and Americans can buy kit-built gyrocopters or gyroplanes (the terms are used interchangeably). The good news is Americans do indeed buy and build; AutoGyro USA sold some 30 examples in the last couple years. However, due to an apparent (and somewhat mysterious) intraagency dispute, fully built Special LSA gyroplanes were never allowed by FAA. Some say it was a turf war between the Small Aircraft Directorate and the Rotorcraft Directorate; though others disagree this was the problem. Whatever the explanation, no ready-to-fly LSA gyros are available in the USA despite years of effort by ASTM committee members, which has a standard ready. This is a shame as I rediscovered for myself on a flight at Sebring. On a pretty day at the Sebring U.S. Sport Aviation Expo 2014, I finally went aloft with Robert Snyder of AutoGyroUSA. We talked about flying together at AirVenture and my chance finally came. I have one other such experience with ASTM gyro chairman, Greg Gremminger in the Magni Gyro. That Italian design is an open cockpit tandem seating experience that opened my eyes to the fact that a fixed wing pilot can make a reasonably fast transition to rotorcraft ... so long as we're talking gyroplane. To make another of our video pilot reports, Bob and flew around for nearly an hour. I was reintroduced to the ease of flying gyros and introduced to the AutoGyro family. The German company is reportedly the largest buyer of Rotax 912 engines of any airplane producer on the planet and they are having a great run overseas. Their models include the open cockpit tandem MTO Sport, fully enclosed tandem seating Calidus, and deluxe side-by-side seating Cavalon (interior photo). One thing is sure: these are not your Benson gyros of years past. The Europeans have shepherded these flying machines into the new millennium and they are some impressive works of construction. Building an AutoGyro kit will consume about 40 hours, said Robert. They offer a guided program at their Stevensville, Maryland facility and like to start people first thing on a Monday morning so a kit can be finished at the end of a single week (naturally depending somewhat on the aptitude of the builder). So while you must build and cannot buy ready-to-fly other than as a used aircraft, the kit endeavor is one of the shortest in aviation. Prices are good, too, running from around $70,000 for a very complete MTO Sport to about $88,000 for the enclosed Calidus to roughly $120,000 for the top-of-the-line Cavalon. At below $90-grand, the model I flew represents a good value in a most interesting aircraft. Especially given a gyro's ability to handle winds much more easily than a light fixed wing (let alone powered parachutes or weight shift trikes), and since gyroplanes fly significantly like a fixed wing, I found myself wanting more. You can get training from Robert via their link to Chesapeake Sport Pilot and a Sport Pilot certificate is acceptable to fly gyros. Until video producer SportAviationMagazine.com finishes production on our video pilot report done on the Sebring flight, here are two other videos we've done on the company's Calidus and MTO Amphibian. In case you think you know it all about gyroplanes, how about this different execution from Niki Rotor Aviation? The model, still in development, is another side-by-side machine with one truly innovative difference: the propeller is inline similar to what we've seen occasionally but never to my knowledge on a gyro. The Bulgarian company reported that in June 2013, "Niki 2009 made its first flight in Ihtiman, an airport close to Sofia. The machine demonstrated excellent flying performance and ... test pilot Niki Nikolov and his team are now focused on further improvement of the prototype." No word was given on completion nor availability to other countries but those who want to follow Niki Rotor Aviation can do so online.

Wings that go around in circles enjoy their own special niche in American Light-Sport aviation. Yankees can buy ultralight helicopters — including the Mosquito that can fit into Part 103, which is amazing in itself — and Americans can buy kit-built gyrocopters or gyroplanes (the terms are used interchangeably). The good news is Americans do indeed buy and build; AutoGyro USA sold some 30 examples in the last couple years. However, due to an apparent (and somewhat mysterious) intraagency dispute, fully built Special LSA gyroplanes were never allowed by FAA. Some say it was a turf war between the Small Aircraft Directorate and the Rotorcraft Directorate; though others disagree this was the problem. Whatever the explanation, no ready-to-fly LSA gyros are available in the USA despite years of effort by ASTM committee members, which has a standard ready. This is a shame as I rediscovered for myself on a flight at Sebring.

First Wrap-Up of Sebring 2014; Aircraft Debuts

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Rans' S-20 Raven flies over the Sebring LSA Expo. photos by Jim Koepnick provided courtesy of Sebring U.S. Sport Aircraft Expo

The Van's Aircraft / Synergy Air RV-12 flies above the Expo.

Photographer extraordinaire, Jim Koepnick and his big lens.

It was cool but abundant sunshine provided good conditions for an excellent event at the tenth Sebring. Morning winds died down and allowed plenty of demo flying opportunities and even for those who didn't go aloft, the Manufacturer's Showcase allowed visitors to see numerous aircraft doing low fly-bys. The combination of readily available demo flights that could be conducted with a minimum of hassle thanks to great support from contract tower personnel and the display of most LSA or light kits in recreational aviation offered ample opportunity for buyers to step up ... and sales action appeared quite strong, a sure sign of improving conditions after years of sluggishness. Many exhibitors reported multiple sales, proven by deposits changing hands and orders being written. Ken Scott of Van's Aircraft — which works closely with Synergy Air, builder of the ready-to-fly RV-12 SLSA — said it was the best show ever for his company. "We brought two aircraft to the show and I'm estimating we gave at least 50 demo flights," Scott said. "That's the beauty of this event; they make it easy to get our airplanes out to give demo flights and that helps sell airplanes." A wide variety of aircraft flew most of the day each of the four days. Obviously some very talented photographers were present as seen in Jim Koepnick's superb images presented with this article. He was joined by other professional journalists from several news organizations. Expo public relations people noted, "Four aircraft debuted at Expo [including] Ran's Aircraft's S-20 Raven, Tecnam Aircraft's new Sea Sky on floats, the only such model in the U.S., the Zigolo Ultralight Motorglider from Aeromarine-LSA, and the Super Petrel LS from Florida Light Sport Aviation." In addition, we saw the first public appearance of Progressive Aerodyne's Searey Elite powered by the 115-horsepower Rotax 914 turbo. Although Sonex staffers have attended with an inside display in prior years, the 2014 event saw the Wisconsin company that makes such affordable Sport Pilot eligible kits mount an aircraft display (photo). Bill Canino, President of SportairUSA, also called the event a successful one for his company. "We talked with many serious prospects and have a long list of folks who were willing to give us their information, indicating a serious interest in buying an aircraft. Our list from this event is longer than we gathered at other major air shows last year." Canino also had kind words for the helpfulness of some 240 volunteers. "They bend over backwards to help you with anything you need." Airport manager Mike Willingham and key man Gary Filip also praised the work of Air Boss, Inc., which managed air traffic operations. "All the pilots spoke very highly of how Air Boss managed air traffic flow and how cooperative they were, and we will definitely be bringing them back next year," Filip said. "George Cline and his team did a great job." Expo Director Jana Filip announced the theme for Expo 2015 as "The Next Ten for the Next Gen," referencing that next year will kick off the Expo's second 10-year run now that the event completed its first ten years and has firmly established itself in the aviation calendar of events. The 2015 dates are January 15-18. A primary original goal of the Expo — which like most airshows works hard to pay its bills — was to attract attention to the airport and its capability as a potential base of operations. This tenth year may have seen the success of that goal as Willingham also hinted at a big announcement that Sebring Regional Airport will be making soon about a new major tenant. Stay tuned for more on that and other news from Sebring 2014. This article was prepared and uploaded from Bimini island in the Bahamas where I am attending the fourth Bahamas LSA fly-out arranged by Aviators Hot Line and AHL's Light Aviation Edition. Another flock of Light-Sport Aircraft flew over the Atlantic to the only other country that accepts pilots using the Sport Pilot certificate.

It was cool but abundant sunshine provided good conditions for an excellent event at the tenth Sebring. Morning winds died down and allowed plenty of demo flying opportunities and even for those who didn’t go aloft, the Manufacturer’s Showcase allowed visitors to see numerous aircraft doing low fly-bys. The combination of readily available demo flights that could be conducted with a minimum of hassle thanks to great support from contract tower personnel and the display of most LSA or light kits in recreational aviation offered ample opportunity for buyers to step up … and sales action appeared quite strong, a sure sign of improving conditions after years of sluggishness. Many exhibitors reported multiple sales, proven by deposits changing hands and orders being written. Ken Scott of Van’s Aircraft — which works closely with Synergy Air, builder of the ready-to-fly RV-12 SLSA — said it was the best show ever for his company.

Super Petrel LS Is (Almost) the Newest SLSA

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In flight photo of Super Petrel LS by Kevin Porter / JetPhotos.net

See our latest video on the Super Petrel LS.

Brian Boucher (center) is the U.S. importer of Super Petrel LS. He is flanked by famous aviation journalists Dave Unwin (L) and James Lawrence (R) near his home at the Spruce Creek Fly-in.

In the beginning ... OK, a few years ago, FAA went around to a couple dozen LSA producers to evaluate the state of the then-new LSA industry. The agency teams did not conduct an audit, they emphasized. More intensive examinations, actual audits, followed in recent years. Last year the agency issued new guidance to help them and everyone else judge who really was and was not a manufacturer. If the need for such a definition surprises you, remember, the brave new world of Light-Sport Aircraft threw curves to government regulators, captains of industry, aircraft design geniuses, plus all we rank and file customers. Everyone learned a great deal as an entirely new sector of aviation was given birth ... one, by the way, with a worldwide impact as more countries sign on to the ASTM standards method of assuring airworthiness. The LSA industry is now a few months away from its tenth birthday and the gears of production are beginning to mesh more smoothly than ever. A CASE IN POINT: Just today, while I visited with importer Brian Boucher of Flight Light Sport Aviation, he received a call from FAA saying that a letter will go out in the next day or so confirming that Brazilian manufacturer Edra Aeronautica successfully completed their audit. One more step remains — a visit from an FAA MIDO ASI (Air Safety Inspector to those of you not intimate with the agency's abbreviation-coded titles) — to provide the final review of the first Super Petrel LS in the USA. After that, Brian will be able to offer ready-to-fly examples of the handsome biwinged amphibian. Following the ASI examination — presuming all goes well, as it should since FAA just microscoped the company via their in-Brazil audit — Super Petrel LS will become number 134 on our SLSA List. Although slightly premature, we already added it because we're like many others scrambling to depart for the Sebring LSA Expo to start Thursday this week. Congratulations to Edra and Brian! It was almost exactly one year ago when I first wrote about this airplane, but that makes it sound like something new. The truth is, Petrel is quite an established name. Some 20 years ago, while I was working with BRS Parachutes, we became familiar with an earlier iteration of this design. The Super Petrel is significantly evolved from that more basic amphibian. The LS tag that now follows the name attests to the airplane's aim at the Light-Sport market. Two wings and amphibians aren't common but as you ponder what seaplanes need to accomplish, the idea makes plenty of sense. Getting off the water as quickly as possible is preferable because pounding through waves is hard on any water bird, certainly one built lightly to fit LSA parameters. Super Petrel wings have 161 square feet of area, giving a wing loading of only 8.2 pounds per square feet. More wing area provides more lift and the lower wing helps amplify ground effect. Sponsons can be securely fitted to the lower wing rather than on long tubes as is common. Finally, the biwing design allows a short 28 foot span, which helps in maneuvering the aircraft on water. More than 200 aircraft are reported flying in 22 countries. Brian indicated he has potential customers waiting for Super Petrel LS to pass its audit and become available for sale. Those folks have but a short wait now. Meanwhile Brian and team are working furiously to prepare the roomy seaplane for the viewing pleasure of those headed to Sebring. If you're one of the lucky ones — especially if you can escape the "Polar Vortex" cold that recently descended on so much of America — look up Super Petrel LS at Sebring as you peruse all the great Light-Sport models you'll see on display. Remember Sebring is a great place for demo flights, so get your name on the schedule with the planes of your choice and get your smile cranked up and ready.

In the beginning … OK, a few years ago, FAA went around to a couple dozen LSA producers to evaluate the state of the then-new LSA industry. The agency teams did not conduct an audit, they emphasized. More intensive examinations, actual audits, followed in recent years. Last year the agency issued new guidance to help them and everyone else judge who really was and was not a manufacturer. If the need for such a definition surprises you, remember, the brave new world of Light-Sport Aircraft threw curves to government regulators, captains of industry, aircraft design geniuses, plus all we rank and file customers. Everyone learned a great deal as an entirely new sector of aviation was given birth … one, by the way, with a worldwide impact as more countries sign on to the ASTM standards method of assuring airworthiness. The LSA industry is now a few months away from its tenth birthday and the gears of production are beginning to mesh more smoothly than ever.

Zenith Now Shipping CH 750 Cruzer

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Zenith showed Cruzer for the first time for at Sun 'n Fun 2013. See our video interview that also discusses the UL Power engine.

This photo from Zenith allows a comparison of the CH 750 STOL and the CH 750 Cruzer.

Zenith has kit building down pat and uses match-hole techniques to assure homebuilder precision.

all photos courtesy Zenith Aircraft

Zenith Aircraft based in Mexico ... Missouri, to be clear, is one of the most solid and impressive kit producers in the light aircraft world. Chris Heintz designs were previously manufactured as fully built LSA by another company. Though that organization discontinued some years back the kit supplier and its models have thrived as before, every year delivering a number of airplane kits that could make other producers jealous. Last year Zenith introduced their newest model as a variation of their very popular "Sky Jeep," known officially as the CH 750 STOL. Giving the airplane more cross cruising capability resulted in an airplane logically named Cruzer. Simply put by 20-year Zenith demo pilot veteran Roger Dubbert, "Some of our customers wanted an aircraft that would go a little faster." The total change added about 20% to cruise speed compared to the 750 STOL. Recently, Zenith announced shipment of the first CH 750 Cruzer kits. First shown to pilots at Sun 'n Fun in April 2013, Cruzer is what the company calls "on airport version" of the Short Takeoff and Landing (STOL) CH 750 that was originally designed for back country flying, according to company officials. Preceding the widened 750 for many years was the CH 701, the model that earned the "Sky Jeep" tag. Unlike its bushplane older brother, Cruzer is built for runways, so it uses smaller wheels available with optional wheel fairings and a new wing and tail designs to achieve a higher cruise speed. A single faired strut replaces the dual struts of the CH 750 STOL and the fuselage has changed shape subtly resulting in a lifted and enlarged empennage (photo). Cruzer seats are comfortable enough for longer flights and with the wide door and overhead skylight, visibility is very broad in the new model. Designed for first-time builders, the new kits employ computer aided design (CAD) and computer aided manufacturing (CNC) technologies, which assured complete construction of the airframe with simple hand tools and minimal skills that can quickly be acquired at one of Zenith's monthly factory workshops, company officials noted. The CNC machinery allows the company to supply what's called "match hole" skins that have pilot holes located so a homebuilder does not need extensive tools or jigs to achieve precision in the joining of numerous metal skins. Except for limited components such as the nose cowl or wheel pants the entire Cruzer design is metal, primarily aluminum. "It will take about 400 hours to construct the all-metal airframe," said Sebastien Heintz, president of Zenith. "People are going to be surprised by how quickly it goes together and how much fun it is to work on it." Beside their regular workshops at their facility so many of the company's kits are flying that owners across the country and around the world may be available to give guidance to first-time builders. To power their aircraft like Cruzer, CH 750 STOL, and their low wing CH 650 Zenith offers a half dozen powerplant options, complete with engine mounts and cowling. The Cruzer prototype is powered by a 130-horsepower UL 350iS engine (video) and features the Dynon SkyView glass panel. As equipped, the aircraft has an empty weight of 780 pounds, giving it a useful load of 540 pounds, which keeps it at the LSA limit of 1,320 pounds required for Sport Pilots. Climbing at 1,200 fpm, Cruzer can achieve 118 mph at cruise altitude yet the airplane shows its STOL roots by stalling at 39 mph. See Cruzer up close in flight through this company video:

Zenith Aircraft based in Mexico … Missouri, to be clear, is one of the most solid and impressive kit producers in the light aircraft world. Chris Heintz designs were previously manufactured as fully built LSA by another company. Though that organization discontinued some years back the kit supplier and its models have thrived as before, every year delivering a number of airplane kits that could make other producers jealous. Last year Zenith introduced their newest model as a variation of their very popular “Sky Jeep,” known officially as the CH 750 STOL. Giving the airplane more cross cruising capability resulted in an airplane logically named Cruzer. Simply put by 20-year Zenith demo pilot veteran Roger Dubbert, “Some of our customers wanted an aircraft that would go a little faster.” The total change added about 20% to cruise speed compared to the 750 STOL. Recently, Zenith announced shipment of the first CH 750 Cruzer kits.

Jabiru Schedules Engine Seminar in Florida

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Jabiru's six cylinder 120-horsepower engine.

Jabiru U.S. installed their six cylinder engine in a Rans S-19. See a review of this aircraft and engine.

In the LSA space, we presently have five engine suppliers that either have ASTM approval or FAA certification approval that grants them the chance to power Light-Sport Aircraft. The five brands are: Rotax, Continental, Jabiru, Lycoming, and HKS. For customers who like doing their own maintenance or for mechanics who want to have all the knowledge they need, company-presented seminars are invaluable. Since they have decades of history and a have been used on Type Certified airplanes, Continental and Lycoming enjoy broad awareness of mechanics around the world. Rotax has also pursued regular training for mechanics to work on their engines. Jabiru has also done these and their U.S. distributor just announced their latest in the Sunshine State of Florida. Peter Krotje of Jabiru USA Sport Aircraft, LLC, sent notice of a two day seminar to take place over February 7th and 8th, 2014 at Voyager Aviation Services on Merritt Island (street address for GPS-equipped drivers: 475 Manor Drive; zipcode 32952). This east coast airport is about an hour south of Daytona Beach and north of the Space Center in Titusville or Cocoa Beach, Florida. To schedule a position at the event, contact Pete at Jabiru by calling 931-680-2800. More contact info can be found on the Jabiru Referral Page. On Friday, February 7th, the seminar will cover: Introduction; Parts Identification; How Systems & Parts Work; Installation Considerations; Routine Maintenance Tasks; and Bing Carburetor Tuning & Maintenance. Continuing on Saturday February 8th, the seminar will delve into: Electrical System; Instrumentation; Manuals & Bulletins; and, Class Engine Assembly. If you have a Jabiru powerplant, either on a Jabiru aircraft or one of the many kit-built aircraft that use the four cylinder 81-horsepower or six cylinder 120-horsepower engines, you may wish to contact Pete Krotje as soon as possible. No capacity was stated in the announcement but these seminars often fill up, so act soon and become better informed.

In the LSA space, we presently have five engine suppliers that either have ASTM approval or FAA certification approval that grants them the chance to power Light-Sport Aircraft. The five brands are: Rotax, Continental, Jabiru, Lycoming, and HKS. For customers who like doing their own maintenance or for mechanics who want to have all the knowledge they need, company-presented seminars are invaluable. Since they have decades of history and a have been used on Type Certified airplanes, Continental and Lycoming enjoy broad awareness of mechanics around the world. Rotax has also pursued regular training for mechanics to work on their engines. Jabiru has also done these and their U.S. distributor just announced their latest in the Sunshine State of Florida. Peter Krotje of Jabiru USA Sport Aircraft, LLC, sent notice of a two day seminar to take place over February 7th and 8th, 2014 at Voyager Aviation Services on Merritt Island (street address for GPS-equipped drivers: 475 Manor Drive; zipcode 32952).

CubCrafters Welcomes a New Certified Sales Center

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photos courtesy CubCrafters

Plenty of aviation companies, certainly in the light end of the industry, are happy to welcome a new dealer. CubCrafters elevates this position to a certified sales center and the Yakima, Washington company recently secured a new one fleshing out their national map more fully (graphic). CubCrafters announced the appointment of Innovation Aircraft Sales (IAS) as their new Certified Sales Center covering the Midwestern United States. IAS is now the exclusive authorized dealer for new and pre-owned CubCrafters aircraft including the Sport Cub S2 and Carbon Cub SS LSA models, as well as the Part 23-certified Top Cub. IAS will serve North & South Dakota, Minnesota, Iowa, Kansas, Missouri, southern Illinois and most of Nebraska from their base at Creve Coeur Airport (1H0) in St. Louis. The LSA manufacturer announced facts about their newest outlet. As President and CEO of Innovation, Jeff Baber began his association with CubCrafters at SunCountry Aircraft Sales in 2012. SunCountry is CubCrafters' Certified Sales Center in Arizona. "We founded SunCountry in 2001 to provide aircraft services, flight instruction and sales of pre-owned aircraft," Jeff says, "but the business really took off in 2011 when CubCrafters chose us to sell their backcountry airplanes. We quickly realized that, with CubCrafters, we could expand our business model in terms of size and reach." Given his successful foundation and growth in Arizona, Baber reportedly jumped on the opportunity to extend the business in the Midwestern States. "When I learned that CubCrafters was making a change here, I immediately submitted a business plan for our new company, Innovation Aircraft Sales." Both Jeff and his wife, Serene, are from Missouri and have family in that state. Further, Serene is a finance executive at another major aviation manufacturer, and she had a position waiting for her in St. Louis, so the move was an easy one. "Our priority for the selection of IAS was customer service," said Randy Lervold, General Manager at CubCrafters. "Making a change like this is never easy. Our dealers provide a high level of customer service by virtue of their deep experience with CubCrafters' product line. Innovation delivers an uncommon fusion of familiarity, know-how and professionalism. We feel fortunate that Jeff and company have decided to bring their expertise to the territory." Beside selling new and used CubCrafters aircraft, Innovation also sells aircraft from other brands. SunCountry Aircraft Sales will continue their operations as the exclusive CubCrafters Certified Sales Center in Mesa, Arizona under the direction of Rick Bosshardt,. CubCrafters indicated.

Plenty of aviation companies, certainly in the light end of the industry, are happy to welcome a new dealer. CubCrafters elevates this position to a certified sales center and the Yakima, Washington company recently secured a new one fleshing out their national map more fully (graphic). CubCrafters announced the appointment of Innovation Aircraft Sales (IAS) as their new Certified Sales Center covering the Midwestern United States. IAS is now the exclusive authorized dealer for new and pre-owned CubCrafters aircraft including the Sport Cub S2 and Carbon Cub SS LSA models, as well as the Part 23-certified Top Cub. IAS will serve North & South Dakota, Minnesota, Iowa, Kansas, Missouri, southern Illinois and most of Nebraska from their base at Creve Coeur Airport (1H0) in St. Louis. The LSA manufacturer announced facts about their newest outlet. As President and CEO of Innovation, Jeff Baber began his association with CubCrafters at SunCountry Aircraft Sales in 2012.

Van’s Confirms 2014 Production of RV-12 SLSA

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all photos courtesy Van's Aircraft

We've seen "legacy" general aviation builders depart the Light-Sport Aircraft scene. The reasons are varied but certainly this is highly competitive space with frequent innovations applied and clean-sheet designs emerging like clockwork (more than one per month for ten straight years!). Once a company becomes accustomed to the profits turbines and jets can generate, small piston aircraft looks like a lean market. However, as one major name exits another arrives. A year and a half ago at AOPA's last Palm Springs, California Summit, Van's Aircraft announced their entry to Special LSA through an arrangement with Synergy Air. It was something of a toe in the water for the large kit builder. To no one's surprise, they sold out immediately. After spinning up operations to build and deliver the first batch, Van's and Synergy evaluated and chose to continue onward with building ready-to-fly airplanes. Dick VanGrunsven, founder of Van's Aircraft, Inc., and Wally Anderson, head of Synergy Air, recently announced that production of the RV-12 SLSA will continue in 2014. Well over 200 RV-12 kits have been shipped making it the most successful kit in the LSA sector. Many are already in the air. Yet some RV-12 pilots prefer a professionally built airplane. Although more than 8,500 RV kits have been completed the job is involved and time consuming. A homebuilder that selects the QuickBuild option, chooses a simple paint job, and installs basic instruments can create a flying aircraft faster than one that is highly customized but it's still many hours of work. The first batch of fly-away RVs was built in Synergy Air's Eugene, Oregon facility during 2013. By the start of 2014, fourteen aircraft had been delivered, including two to Lane Community College's aviation program where they proved very popular with students and instructors. "We were interested to see where the market for an SLSA RV-12 might be," VanGrunsven said, "and we were delighted to find that that there were several. We delivered airplanes to private owners, flight schools and even one to Sporty's, who used it for their famous Sweepstakes airplane (video). With this success behind us, we've committed to another batch of airplanes for 2014 delivery." The Oregon company indicated new RV-12s may be ordered in several colors (photo). Buyers may also choose from range of options, including ADS-B for free weather and traffic, wheel fairings, and a two-axis autopilot. Prices start at $115,000 (approximately the price where Cessna took orders for a thousand Skycatchers before raising it to $150,000). Standard equipment includes: Dynon SkyView EFIS; Rotax 912 ULS; day/night LED lighting; durable matte interior paint; ergonomically designed seats; upholstered interior; and, auxiliary input and 12-volt power outlet. For $123,000, Van's will add three-color premium paint, autopilot, ADS-B, and wheelpants. Another RV-12 is scheduled to be delivered to its new owner at the Sebring LSA Expo on January 16, 2014. Before the customer flies it home, the newest RV-12 will be on display in Van's booth at Sebring throughout the show. Van's demonstrator airplane will also be on hand and we have arranged a video pilot report that you can view after editing. Representatives from both Synergy Air and Van's will be on hand and demo rides may be arranged, the company said. Get more RV-12 info direct from Van's or call 503-678-6545.

We’ve seen “legacy” general aviation builders depart the Light-Sport Aircraft scene. The reasons are varied but certainly this is highly competitive space with frequent innovations applied and clean-sheet designs emerging like clockwork (more than one per month for ten straight years!). Once a company becomes accustomed to the profits turbines and jets can generate, small piston aircraft looks like a lean market. However, as one major name exits another arrives. A year and a half ago at AOPA’s last Palm Springs, California Summit, Van’s Aircraft announced their entry to Special LSA through an arrangement with Synergy Air. It was something of a toe in the water for the large kit builder. To no one’s surprise, they sold out immediately. After spinning up operations to build and deliver the first batch, Van’s and Synergy evaluated and chose to continue onward with building ready-to-fly airplanes. Dick VanGrunsven, founder of Van’s Aircraft, Inc., and Wally Anderson, head of Synergy Air, recently announced that production of the RV-12 SLSA will continue in 2014.

BRS Moves Upward; Saves Those Moving Downward

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A South American Rans being flown aerobatically is seen under canopy. photo by Gabriel Luque, courtesy of BRS

For 18 years I worked with a great team at BRS Parachutes (as it was then called; they since renamed it to BRS Aerospace as they ventured into defense contracting). I left more than a decade ago and this website has since been my new home. I worked at BRS before parachutes were accepted and it was a great challenge and joy to help bring this life-saving product to market. The huge breakthrough that allowed BRS to gain the level of mainstream approval it enjoys today was one company: Cirrus Design. Co-founder Alan Klapmeier had lived through a mid-air collision and was determined his SR20 would have a whole-airframe parachute on it. While the '20 and '22 have much to speak for them, the models were distinguished in all of aviation by being "the parachute airplane." Having a BRS system on board certainly helped and may have been one of the main reasons for the company's success — with more than 4,000 aircraft sold in the last dozen or so years that are otherwise not aviation's strongest period. I got an excited email from an old friend and company founder, Boris Popov (video), the founder of the BRS enterprise. In his current role as Senior VP of Aviation Sales, Boris wrote, "[It was a] great weekend for BRS saves!" Given the nature of recreational use of airplanes, weekends are fairly common times for airplane flights and therefore potential parachute deployments. Here's the twin events that Boris related: (1) In Claveau, France a Cirrus SR22 (tail "numbers" F-HAPH) lost power over unlandable terrain. Two people were on board and had no injuries, making two "saves" numbered 304 & 305 for BRS. They deployed at 2,000 feet above the ground. (2) In Buckhannon, West Virginia, an SR22 (N450TX) lost power on long final approach, deploying at about 550 feet above the surface. The plane and sole occupant pilot landed on pickup truck but he walked away as did the French couple. This makes "save" 306 for BRS. I can say from my days inside the building that these reports truly make the day, not only of managers and stockholders — and certainly not least the saved occupants — but for the unsung hero technicians who labor carefully to build and assemble the BRS systems. Congratulations to all! At AirVenture 2013, BRS showcased their product for the RV-7 & RV-9. Regretfully, no such product is presently in design for Van's LSA model, the RV-12, but hopefully it will follow. In Oshkosh BRS displayed a fuselage mockup (photos) to show where the unit is located and how the parachute system is positioned for optimal function. The round cylinder (arrow) is the rocket, a very powerful, instantly accelerating motor that can most authoritatively punch through a weakened panel, remove the large but densely packed canopy from its cradle, and pull it to what's called line extension. Time to a taut line is about one second after the handle is pulled in the cockpit. As has been repeatedly shown this can be successful to surprisingly low altitudes, as little as 200 feet depending on the situation. I've witnessed the testing thoroughly and am always pleased to have an airframe parachute on an airplane I might fly. Van's Aircraft makes a great, well-proven design but things happen beyond the control of the pilot (mid-air collision, loss of engine at night or over unlandable terrain, loss of control, incapacitation of the pilot, etc.) Our great friends over at General Aviation News wrote recently about BRS's news for Cessna 182 owners. (If you don't get GA News' "The Pulse of Aviation," click the link to sign up for the free daily eNewsletter.) As mentioned above, I spent years at BRS and one of the most common resistance points was that adding a parachute would decrease payload. It does, but come on! — if you ever need a parachute and you don't have one ... well, you'll never need one again. So today's update from The Pulse reported that BRS has a great fix, at least for Cessna 182 owners (sorry LSAers, not yet). The Pulse, editors wrote, "BRS Aerospace ... recently reported that Cessna 182P and Q model owners who install a BRS system will gain a 160-pound gross weight increase. The BRS is STC approved for the Cessna 172 and 182 models. This new iteration of the BRS will increase the net useful load by 65-75 pounds after the installation of the parachute, and will not require any modifications or additional hardware to the airframe once the BRS unit is installed, company officials said. 'Now, operators can fly with the assurance of a BRS on board,' Boris commented, 'and have an additional 65-75 pounds of useful load to utilize as they wish. This is a win/win opportunity for operators.' In addition, this new option will be at no extra cost to the purchaser, and is now included in every BRS C182P and Q sold, officials noted."

For 18 years I worked with a great team at BRS Parachutes (as it was then called; they since renamed it to BRS Aerospace as they ventured into defense contracting). I left more than a decade ago and this website has since been my new home. I worked at BRS before parachutes were accepted and it was a great challenge and joy to help bring this life-saving product to market. The huge breakthrough that allowed BRS to gain the level of mainstream approval it enjoys today was one company: Cirrus Design. Co-founder Alan Klapmeier had lived through a mid-air collision and was determined his SR20 would have a whole-airframe parachute on it. While the ’20 and ’22 have much to speak for them, the models were distinguished in all of aviation by being “the parachute airplane.” Having a BRS system on board certainly helped and may have been one of the main reasons for the company’s success — with more than 4,000 aircraft sold in the last dozen or so years that are otherwise not aviation’s strongest period.

LSA Seaplanes Remain Newsworthy in 2014

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Posing with the updated Atol Amphibian are: Vas. K.Tuisku, J.Maikkula, K.Vääräniemi, E.Inkeri, M.Koivurova, M.Jaakkola.

Atol's Amphibian aims at both the European Ultralight and American LSA markets (note metric gross weights on the tail).

Someone remarked to me recently that LSA seaplanes seem to be the topic of the week or month (or however often you check in to see). Indeed, as we approach the tenth anniversary of Sport Pilot / Light-Sport Aircraft, we can reflect with pride upon more than 130 models making their way to market. True, not all have proven successes in the market place but having choice is always good for customers even if they finally select from a limited number of brands to occupy their hangar. Therefore, thanks to all those entrepreneurial designers that brought new airplanes to the sky. Now, in the closing months of LSA's first decade, a new focus appears turned to amphibious Light-Sport machines, with more than 20 vying for our attention. As always some are doing a better job of capturing mindshare than others. In this article I'll talk about two from nearly opposite ends of the new spectrum. You think it's cold in the USA in early January? How about in a factory above the Arctic Circle?! Way north in Finland, a team is finishing the updated version of the Atol Avion Ltd, Amphibian (see earlier article), a Finnish design that has been flying since the 1990s as a homebuilt. "We have redesigned and modernized it totally, by using the newest technology and materials to meet today's markets and demands," company leader Anssi Rekula told aviation online news outlet, AVweb. Atol is reportedly near its maiden flight, perhaps this month though clearly it will be a while before water operation trials can begin. "We have now three confirmed orders for next summer delivery, and can still take three more for 2014. [We are] planning to double production every year (12-15 in 2015  and 20-30 in 2016 etc.). We also have a financial package that enables us to start production January 2014." said Anssi. He expects to show the Atol at AirVenture 2014. While water trials might have to wait a few months, snow isn't a problem and not only because an emergency landing on the hull could work. Atol can be fitted with skis, no doubt a logical choice for a company located in the frozen north. When the lakes do thaw, Anssi said a water steering system will enable precise docking (as an option). Atol wings can be folded for storage, and in keeping with the trend Icon set with their A5, an automatic folding mechanism will be available as an option. Atol can be described as a "wood composite" employing birch wood sheets with PVC foam in between. Powered by the Rotax fuel-injected 912iS engine, Anssi said Atol will be priced at about $200,000, fully equipped. You can keep up with what Anssi and his Atol team are doing by following his blog. Icon Production Possibilities — According to Kimberly K. Fu writing for the Vacaville Reporter, the northern California city identified "another hurdle cleared for a Light-Sport aircraft company hoping to relocate to the city from Southern California." She noted that City Councilman Ron Rowlett said, "We got through another critical step" with an approval from Cal-OSHA for a paint booth. In her late December 2013 article Fu said that Icon has been in talks for several years with city officials. She wrote that Icon management "has made it clear that Vacaville, which is in the running with Arizona and Texas for relocation, is where Icon wants to be." Reasons cited include existing resources, including several bodies of water, its location along the Interstate 80 corridor and the support of the city. Her article noted that Icon plans A5 flying lessons at a facility yet to be built near the Nut Tree Airport. An estimated 500 jobs would follow. "In recent months, the city approved a final agreement with Icon including tax incentives such as sales tax rebates and the sharing of the transient occupancy tax. City officials previously emphasized that there's no risk on the city's part," Fu wrote. In closing and as we start a new year of recreational flying, I'd like to offer my very sincere thanks to regular readers. In 2013, ByDanJohnson.com logged its most successful year ever and by a wide margin. After solid growth of about 20% in 2012, the year just concluded exploded with a doubling of traffic in the first half the year and another doubling in the last half. In fact, even with wintery conditions in the North and the holidays to keep us all occupied, December was our busiest month EVER, with 73,688 Unique Visitors. While we're certainly pleased you enjoy our written and video content, we see a larger picture of growing interest in Light-Sport Aircraft and light kits that can help keep flying affordable and more pilots flying. We'll work hard to keep providing content you want and we hope you'll keep up your regular visits.

Someone remarked to me recently that LSA seaplanes seem to be the topic of the week or month (or however often you check in to see). Indeed, as we approach the tenth anniversary of Sport Pilot / Light-Sport Aircraft, we can reflect with pride upon more than 130 models making their way to market. True, not all have proven successes in the market place but having choice is always good for customers even if they finally select from a limited number of brands to occupy their hangar. Therefore, thanks to all those entrepreneurial designers that brought new airplanes to the sky. Now, in the closing months of LSA’s first decade, a new focus appears turned to amphibious Light-Sport machines, with more than 20 vying for our attention. As always some are doing a better job of capturing mindshare than others. In this article I’ll talk about two from nearly opposite ends of the new spectrum.

Update on the 2013 LSA Marketplace

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At least aviation is not bowling! Recent articles say the number of American bowlers has plummeted from nine million to two million, a drop of 78%. Compared to that the aviation industry looks far more durable (line chart). Indeed, aviation in all sectors is facing challenges but we are buoyed by reports in the same newspapers that say Americans are feeling more financially secure since stock markets are up substantially and houses are selling faster and at better prices. However, as we'll show below, 2013 is one of those transition years. That means that sales have been occurring at an increased pace, but due to companies assuming a defensive posture in the 2007-2011 downturn, production is now lagging behind sales just as it was in 2005-2006 when LSA burst on the scene. I'm optimistic that 2014 is going to be a much stronger year. I am not the only one. "I feel we will be experiencing two significant growth years in 2014 and 2015 based on the continued aging of the pilot population and the pent-up demand in the marketplace," said Tim Casey, Garmin's sales manager for portables, LSA, and experimental aircraft markets. In his role for the big avionics maker, Tim keeps a very close eye on the industry. "Combine that with the activity surrounding the Part 23 re-write and it appears we may be approaching an inflection point in the market," added Casey. The biggest single change in the LSA market numbers is that Cessna appears to have thrown in the towel on Skycatcher (article). Whatever the corporate decision may ultimately be, the fact is that Cessna registered zero Skycatchers in the first nine months of 2013. In all of 2012 ... 94. Remove the "Cessna variable" and you might say LSA registrations are up in 2013 (though that analysis might have too much "sunshine" for some readers). To be honest, the numbers still look weak though fortunately some bright spots exist. Two brands — CubCrafters and Van's — are game changers. As noted Van's has elected to take its popular RV-12 more deeply into fully built SLSA. In the same part of the country, CubCrafters is again showing great strength. Plus, several of our top suppliers remain very active even if their registration numbers look light. One company said they'd made more than 30 sales yet registered only a quarter of them, all in 2013. As the engines of production accelerate around the USA and world, we can see rising currents of air in the industry. Unlike in years past, the U.S.-based manufacturers in particular seem ready to lift more pilots aloft. Hoping for a much improved 2014 and 2015 and focusing on the companies that did enjoy a good first nine months of 2013, we tick off the top performers. Once again, the LSA pack is lead — very convincingly — by CubCrafters with a solid 40 new registrations in nine months. Calculating forward, the Yakima company should hit 53 aircraft registered, boosting last year's good performance by another 10%. At this rate, CubCrafters will pass Cessna and give Flight Design its greatest challenge so far. Congratulation to Jim Richmond's CubCrew! In the first nine months of 2013, CubCrafters is trailed at some distance by SportCruiser logging 13 registrations and American Legend with 12. Both performances are good; U.S. Sport Aircraft has maintained admirable sales consistency even through the down years and Legend bounced back from some soft years of late. Another top brand that is reviving nicely is Tecnam with 10 registrations in the first nine months of 2013. Please remember, all numbers are derived from the FAA registration database and are rarely in perfect sync with a company's sales activity; over time, these differences find equilibrium. A notch back but still finding good performance in a sluggish economy is Pipistrel, which logged eight registrations and finally arrived in the Top 20 List. Flight Design added seven registrations but is one of those companies reporting much better sales albeit with delivery lags slowing their entry to the FAA database. Tied with Flight Design is Aerotrek. For this company, the figures represent another good performance; they ranked third in 2012 registrations, now move into the Top 10, and have generally been a model of consistent sales. Producer Aeropro takes a conservative approach and can only allocate a limited number of their production to the USA (England is presently hot for them). Phoenix Air USA, importer of the gorgeous motorglider of the same name registered three and has also had to learn patience with the manufacturer's cautious delivery pace. In 2013, the refrain has been that sales are up from 2011 and 2012 but deliveries are not keeping up, a situation that should improve as builders sense better economic conditions. Finally, remember that many producers sell elsewhere in the world. ByDanJohnson.com is now read 31% by pilots not residing in the USA and this helps to show the global effect LSA is enjoying. So, as 2013 closes, we wish all readers a HAPPY NEW YEAR ... we think it is going to be a good one! Notice: As always, we observe for you that all numbers here are derived from FAA's N-number registration database and are subject to data entry errors. Figures presented are not identical to sales recorded by the companies though over time the numbers draw closer.

At least aviation is not bowling! Recent articles say the number of American bowlers has plummeted from nine million to two million, a drop of 78%. Compared to that the aviation industry looks far more durable (line chart). Indeed, aviation in all sectors is facing challenges but we are buoyed by reports in the same newspapers that say Americans are feeling more financially secure since stock markets are up substantially and houses are selling faster and at better prices. However, as we’ll show below, 2013 is one of those transition years. That means that sales have been occurring at an increased pace, but due to companies assuming a defensive posture in the 2007-2011 downturn, production is now lagging behind sales just as it was in 2005-2006 when LSA burst on the scene. I’m optimistic that 2014 is going to be a much stronger year. I am not the only one. “I feel we will be experiencing two significant growth years in 2014 and 2015 based on the continued aging of the pilot population and the pent-up demand in the marketplace,” said Tim Casey, Garmin‘s sales manager for portables, LSA, and experimental aircraft markets.

High Wing, All-Metal, Continental? No, not Cessna.

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The Patriot 150 didn't show at Oshkosh but will make its debut at the January 2008 Sebring Expo where I expect to fly the new model. AMD says, "Zodiac is a sport car but Patriot is so traditional, training will take about 9 minutes." Check Patriot performance specs.

"We thank Cessna for getting people all excited about a high-wing, all-metal, Continental O-200-powered LSA," exclaimed John Degonia, sales director for AMD, seller of the Zodiac CH-601. The Wichita giant has confirmed LSA enthusiasm with more than 700 Skycatcher orders, but it will be two years before the first deliveries. This delay is helping AMD take orders for their new Patriot 150. *** "It's a two seat, 46-inch wide 172," added John. The proven design formula gives Georgia-based AMD a high and low wing to address both market interests. CH-601 designer Chris Heintz "put his own spin on it," said Degonia, "making it a shorter takeoff and landing design, and beefing it up to handle the O-200 Continental engine." AMD is also planning an amphib version as "half our inquiries ask about floats," said John. Patriot is priced at $89,900 for a day/night VFR version with a radio and avionics airplane for about $97,000. Deliveries should start before year-end.

“We thank Cessna for getting people all excited about a high-wing, all-metal, Continental O-200-powered LSA,” exclaimed John Degonia, sales director for AMD, seller of the Zodiac CH-601. The Wichita giant has confirmed LSA enthusiasm with more than 700 Skycatcher orders, but it will be two years before the first deliveries. This delay is helping AMD take orders for their new Patriot 150. *** “It’s a two seat, 46-inch wide 172,” added John. The proven design formula gives Georgia-based AMD a high and low wing to address both market interests. CH-601 designer Chris Heintz “put his own spin on it,” said Degonia, “making it a shorter takeoff and landing design, and beefing it up to handle the O-200 Continental engine.” AMD is also planning an amphib version as “half our inquiries ask about floats,” said John. Patriot is priced at $89,900 for a day/night VFR version with a radio and avionics airplane for about $97,000.

Prototype Skycatcher Flies; CEO Pelton Feted

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Cessna CEO (and LAMA board member) Jack Pelton was named winner of the 2008 Aviation Week Laurel for Business and General Aviation. Notably, the international magazine referred to Cessna's LSA when making the award, "Jack Pelton has pushed Cessna to develop, refine, and deliver aircraft across its full line [including] the Skycatcher trainer..."

A Russian business aviation website released early news of Cessna making their first Skycatcher flight in Wichita, Kansas. LSA news spans the globe...when it's about Cessna. *** Jets.RU correspondent Paul Richfield wrote, "Cessna's 162 Skycatcher prototype flew for the first time on March 8 with test pilot Dale Bleakney at the controls. The one-hour mission included flight maneuvers to assess the stability and controllability of the new design." Big deal, you say? We have 75 approved SLSA models; they all took a first flight and you heard about few, if any, such flights. True, but none of them was Cessna. Even if the aircraft may appear unremarkable to you, LSA market entry by the $5 billion a year aircraft manufacturer is remarkable. *** The prototype Skycatcher is the first of three airframes to be built in Wichita, Cessna said. Next will be their "first production model," while a third is slated to be an engineering test article to meet ASTM standards. All Skycatcher engineering and test work will be done in Wichita. *** An intriguing part of the news was that "a final decision on powerplant selection is pending." UPDATE -- Cessna Director of Corporate Communications, Doug Oliver, read this post and clarified their meaning, "Our recent release on the first flight of the Skycatcher prototype may have been a bit misleading when it said we continue to evaluate the Continental engine. We mean only that we continue to gather data. We have selected the Continental engine for the Skycatcher...and we remain committed to Continental."

A Russian business aviation website released early news of Cessna making their first Skycatcher flight in Wichita, Kansas. LSA news spans the globe…when it’s about Cessna. *** Jets.RU correspondent Paul Richfield wrote, “Cessna’s 162 Skycatcher prototype flew for the first time on March 8 with test pilot Dale Bleakney at the controls. The one-hour mission included flight maneuvers to assess the stability and controllability of the new design.” Big deal, you say? We have 75 approved SLSA models; they all took a first flight and you heard about few, if any, such flights. True, but none of them was Cessna. Even if the aircraft may appear unremarkable to you, LSA market entry by the $5 billion a year aircraft manufacturer is remarkable. *** The prototype Skycatcher is the first of three airframes to be built in Wichita, Cessna said. Next will be their “first production model,” while a third is slated to be an engineering test article to meet ASTM standards.

IFR and LSA: Much Ado About… What?

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I was mighty busy last week, talking about my blog regarding IFR-IMC on LSA. Whew! Sometimes I had useful discussions. Some of what I got was hate mail; a few took the shoot-the-messenger approach. What's all the furor about, exactly? Among my many conversations, I spoke with Sebring Aviation's John Hurst. He has led the IFR subcommittee that is working to find consensus. John griped about weak support, even from those who said they'd help and then were curiously absent during meetings. The effort to create a standard that should restore IMC flying to Light-Sport Aircraft will continue. Meanwhile, why all this heated talk? To my knowledge — and John knew no differently — only three LSA manufacturers actually pursued IFR-equipped aircraft: Tecnam, Evektor, and AMD. Perhaps others sold suitably equipped aircraft but these three promoted the capability. Two of the three use Rotax so they'd be required to offer the certified engine, for about $10,000 more. AMD uses the Continental, which has no restriction against use for IFR flying. So, are all those who express concern about the future loss of IMC privilege flying a properly equipped LSA? John Hurst and I doubt it. Neither of us believe many LSA have been sold that are properly outfitted for IFR flight. (John has one for sale right now.) Conversely, many "Day/Night VFR" LSA are marvelously equipped with high-tech systems like Dynon's SkyView (photo). These instruments can certainly guide flight through a 400-foot-thick cloud layer but that instrumentation by itself does not assure you own an aircraft approved for IFR flight. For more details see this newer article. So... do owners of these nicely appointed LSA merely believe they are IFR-qualified? We don't have all these answers yet. John and I agreed to try to determine how many true IFR LSA may have been delivered. Personally I'd be surprised if we're talking more than a few dozen out of nearly 2,000 SLSA sold in the USA I repeat: if you already have an IFR-equipped LSA, you will not lose any IMC privilege. The ASTM committee prohibition only applies to new LSA built under the latest standard revision. I don't expect that revision to be accepted by FAA until later this year. Therefore — and this is important — if you have an LSA now, or buy one before the new standard is accepted by FAA, the IMC prohibition does not apply to your aircraft.

I was mighty busy last week, talking about my blog regarding IFR-IMC on LSA. Whew! Sometimes I had useful discussions. Some of what I got was hate mail; a few took the shoot-the-messenger approach. What’s all the furor about, exactly? Among my many conversations, I spoke with Sebring Aviation‘s John Hurst. He has led the IFR subcommittee that is working to find consensus. John griped about weak support, even from those who said they’d help and then were curiously absent during meetings. The effort to create a standard that should restore IMC flying to Light-Sport Aircraft will continue. Meanwhile, why all this heated talk? To my knowledge — and John knew no differently — only three LSA manufacturers actually pursued IFR-equipped aircraft: Tecnam, Evektor, and AMD. Perhaps others sold suitably equipped aircraft but these three promoted the capability.

Ugly Duckling, Roomy & Flies… well, like a Duck

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Big guys fit nicely in the roomier STOL CH 750. photo courtesy Zenith Aircraft Company

STOL CH 750 reflects well on designer, Chris Heintz, who will be honored at an AirVenture banquet on July 27, 2011. photo courtesy Zenith Aircraft Company

Zenith Aircraft Company occupies a spacious 20,000 square foot building on the Mexico, Missouri airport. photo by Randee Laskewitz

Sebastien Heintz (alongside STOL CH 750) has operated Zenith Aircraft Company since 1992. photo by Randee Laskewitz

Aviator opinion is widespread about CH 701 and CH 750 being ugly ducklings. Fortunately, plenty of pilots don't care about looks so long as an airplane flies well (750 does!) and for some the, ahem... distinctive look of 750 is a thing of pride. Think Hummer or the old Volkswagen Thing. Or in the aviation field, think Storch. *** Indeed, Zenith Aircraft Company has shipped more than 1,000 of these birds and the company is presently putting out 200 kits a year* — an enviable performance that most light airplane producers would love to report. *** You might guess 750 replaced 701, but as I discovered both remain in production. The 701 carries a somewhat lower price tag and it is lighter, which allows a builder to use a smaller engine that consumes less fuel. *** CH 750 (video) takes advantage of the LSA weight limit of 1,320 pounds, rising from 701's 1,100-pound gross weight. The newer model variation comes with almost three feet more span and 20 more square feet of wing to carry the added load without sacrificing low-speed performance. The interior is also larger, a bulging 50 inches at the elbow where curved door panels add space and noticeably increase visibility, including straight down and to the rear. *** In the spread-out Heintz family aviation enterprise, Zenith is the kit builder. The former Aircraft Manufacturing and Design — since sold and now named Eastman Aviation — produces the fully-built Special LSA versions of the 750 and low wing 650. Zenair in Canada builds floats. Zenith is perhaps best known and son Sebastien, who operates the company, is coming up on 20 years in Mexico, Missouri. In light aviation, Zenith represents a well established and well run operation. *** The original CH 701 is even older, introduced in 1986. A genuine short takeoff and landing design, launch requires only a very brief ground roll. In experienced hands, the model's top attribute brings liftoff in a mere 100 feet thanks significantly to 750's leading edge slats. No wonder the company's full name for the aircraft is "STOL CH 750." *** Climb is another strength at better than 1,000 fpm, with the 100-hp Continental O-200 engine yet fuel burn is less than 6 gph. With Jabiru's 120-hp six cylinder engine, climb is even stronger... and takeoff even quicker. An excellent design for low-and-slow drifting over the landscape, those who enjoy aerial sightseeing will love CH 750. Certainly, if you fly from unimproved, short, or soft airstrips, the design is simply more functional than tightly cowled and wheelpanted composite LSA. Read my full-length pilot report in the August 2011 Light Sport and Ultralight Flying magazine. * Zenith's 200 kits per year includes all models, but the company reports most are presently the 750/701 series.

Aviator opinion is widespread about CH 701 and CH 750 being ugly ducklings. Fortunately, plenty of pilots don’t care about looks so long as an airplane flies well (750 does!) and for some the, ahem… distinctive look of 750 is a thing of pride. Think Hummer or the old Volkswagen Thing. Or in the aviation field, think Storch. *** Indeed, Zenith Aircraft Company has shipped more than 1,000 of these birds and the company is presently putting out 200 kits a year* — an enviable performance that most light airplane producers would love to report. *** You might guess 750 replaced 701, but as I discovered both remain in production. The 701 carries a somewhat lower price tag and it is lighter, which allows a builder to use a smaller engine that consumes less fuel. *** CH 750 (video) takes advantage of the LSA weight limit of 1,320 pounds, rising from 701’s 1,100-pound gross weight.

Slings from Down Under Airplane Factory

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Sling is an all-metal low wing in two and four seat variations.

Principal Mike Blyte (extreme right) directs South Africa's The Airplane Factory.

Slings being assembled for delivery.

A few of the seven hangars where Sling aircraft are packaged (as kits) or assembled ready-to-fly.

The Airplane Factory's Sling 4 four seat aircraft.

Welcome to summertime ... in December, just after Christmas?!? True, down under in Australia or partway around the southern hemisphere in South Africa, weather patterns are roughly opposite of those in the northern half the globe. While it is presently cool or cold where many readers live, perhaps it is of interest to take a tour of a down-under manufacturer, in this case South Africa's The Airplane Factory (TAF), designer and manufacturer of the Sling series of Light-Sport Aircraft, four seat models — some built ready to fly and some kits. In case you may have forgotten, the two seat Sling that now qualifies as a LSA was bravely flown around the world shortly after it was introduced by partners and frequent very long distance pilots Mike Blythe and James Pitman. TAF's American representative is The Airplane Factory USA. The California-based importer's main main, Matt Litnaitzky, recently visited his supplier, snapping photos and giving us some additional insight to the organization behind the Sling series. Matt summarized, "[TAF] is really quite an impressive operation, with over 120 people working! They deliver five ready-to-fly aircraft a month, a mix of Sling 2 and Sling 4 aircraft, which they can deliver ready-to-fly." Sling 2, or simply Sling to most Americans, is the Light-Sport Aircraft version that we've seen at U.S airshows and about which I've written. Sling 4, which has also flown long distances, is the company's four-seater. Along with a handful of other LSA two-seat aircraft manufacturers, TAF is one of those companies that are emerging into the Type Certified or kit aircraft classes with larger aircraft. Besides following the LSA and light kit aircraft industry closely, we'll be keeping an eye on this new, potentially disruptive influence in aviation. What with four seat Cessna and Cirrus aircraft pricing well beyond half a million dollars, the field appears ripe with potential for some new suppliers. More on this as it evolves. Headquartered at Tedderfield Airpark in Johannesburg, TAF occupies a series of well organized hangars. Matt wrote, "The factory takes up seven hangar rows, with [one] for each of the manufacturing steps (composite photo). The parts manufacturing hangar does punching, routing, and bending of parts, The stores hangar holds all the manufactured parts and is where kits are packed. A sub-assembly area is where fuselages, wings, fuel tanks, and empennages are assembled after aluminum components are alodyned. TAF has a composites shop, where those parts including landing gear are fabricated. Then, parts are sent to the spray shop where body work is done and parts are painted. Finally, a final assembly hangar brings all the elements together, upholstery is installed, engines hung, and avionics installed." Update 12/30/13 A few days after this article was posted, Matt provided this count: "approximately 100 airplanes flying, and over 180 total ordered, mostly in South Africa, but others in USA, Australia, Europe, and other parts of the world." When Matt returns home, he works with Ryan Ruel to prepare Slings for delivery to American customers and the pair have also been assembling a Sling from kit form. Beyond the airplane distribution — note that Matt has also been active with weight shift aircraft, or trikes — a sibling business is MGL Avionics. The electronics enterprise has a full line of avionics for use in any kit-built aircraft including Experimental Amateur Built (51%) kits or Experimental LSA (where the owner may add such equipment as he or she wishes after first creating a fully conforming ELSA that matches the SLSA the factory builds. (If this is not fully understood our video may help explain the difference among the alphabet-soup abbreviations.) Matt and Ryan are ambitious fellows whose work produced a solid year in 2013. Look for them at an airshow near you and take a Sling demo flight if you can; you'll get to use the MGL avionics at the same time.

Welcome to summertime … in December, just after Christmas?!? True, down under in Australia or partway around the southern hemisphere in South Africa, weather patterns are roughly opposite of those in the northern half the globe. While it is presently cool or cold where many readers live, perhaps it is of interest to take a tour of a down-under manufacturer, in this case South Africa’s The Airplane Factory (TAF), designer and manufacturer of the Sling series of Light-Sport Aircraft, four seat models — some built ready to fly and some kits. In case you may have forgotten, the two seat Sling that now qualifies as a LSA was bravely flown around the world shortly after it was introduced by partners and frequent very long distance pilots Mike Blythe and James Pitman. TAF’s American representative is The Airplane Factory USA. The California-based importer’s main main, Matt Litnaitzky, recently visited his supplier, snapping photos and giving us some additional insight to the organization behind the Sling series.

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