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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.

Aerotrek Moves Up, Up, and Away (like Santa?)

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Aerotrek's A220 taildragger fitted with Alaskan Bushwheels' Airstreak 26-inch tires.

Wheel penetrating skis allow snowy operations.

Aerotrek has attracted owner participation on its Sun 'n Fun display space.

Thanks to U.S. Sport Aircraft for loaning Santa a SportCruiser this year.

You may have missed it. If so, this article provides another look at a LSA provider that I consider something of a "sleeper" ... and if you do not know that term, it's meant to be positive yet refer in this case to a company that does its thing well if somewhat quietly. I am writing about Aerotrek Aircraft and its two models, the taildragging A220 and the trigeared A240. These airplanes may look familiar — itself a good thing as they are based on a very well proven original design — yet they have seen steady updating and improvement that makes a distinct airplane as we head into 2014. Proprietor Rob Rollison has shown a very steady hand at the tiller and recently updated his company's news. "Sales of our Aeropro planes continue to be good — sold out until late-August 2014," wrote Rob. "We will show 10 planes delivered in calendar year 2013." However, his company also sold one to Mexico, so that one will not show up on our third quarter 2013 market share report to be published next week. Two more Aerotreks are aboard an ocean freighter so will be counted as 2014 deliveries. Another pair are reported complete but will not be shipped until after the new year. This suggests Aerotrek will continue a steady climb up from 2013. (Spoiler alert: Aerotrek will rise into the Top Ten this year.) "From European producer Aeropro's view, they completed 14 planes to ship to Aerotrek in 2013," Rob noted. He added that the conservative manufacturer might have shipped even more but has devoted resources to planning installation of Rotax's 912iS fuel-injected engine for possible future sale. "Also, the UK market is presently very good," so some production has been diverted to England. Undeterred by these non-U.S. demands, Rob hastened to add, "Aeropro continues to be great to work with." Earlier in 2013 for the bush piloting enthusiast Aerotrek began offering the 26-inch Airstreak tires as an option for their A220 taildraggers. Since we're now in the snow season at least in the northern climes, the Indiana importer also has wheel-penetration snow skis available for the taildragger. Aerotrek buys these from Summit Aircraft in Oregon. The first installation went on Karen Smith's A220 in Canada with more presently being installed on an A220 in eastern Pennsylvania and in Alaska. Early adopter Karen gave the skis a great report. Having referenced a female owner/pilot, it's worth adding that in 2013, three A220 taildraggers have gone to women pilots: Karen in Ontario; Patty Yould in Alaska; and Brenda Richards in San Jose, California. Welcome to all three adding to the guys that have bought and enjoy Aerotrek LSA. It's all good for Aerotrek it seems so this last bit is worth observing: the company will not be at Sebring 2014, their first absence if I recall accurately. Rob wrote, "I hate missing [the upcoming event]," but because he has committed to enlarging his space at Sun 'n Fun and has long run his business carefully plus with deliveries already quoting well into 2014, he made the tough decision. "I expect to display at Sebring again in 2015," he assured. The new Aerotrek space at Lakeland Linder airport is a big corner location near the east gate out to the runway, "almost in sight of Paradise City and across from Cessna." Why does the company need such a large space? Well, Rob is keeping one idea a secret for now but another is this: "Starting at Sun 'n Fun 2014, I'm planning to start making this sort of an annual 'Aerotrek fly-in' and see if we can get a dozen or more of our aircraft owners joining us." He's done well at attracting customers in the past and, given steady sales success, believes he will need "lots of room for lots of planes!" Good for Aerotrek! As this goes to pixels on Christmas Eve, let me wish our readers a very Merry Christmas! All of us hope all of you can enjoy a fine holiday with your families. We sure appreciate your regular visits to ByDanJohnson.com and we want your holidays to be warm and wonderful.

You may have missed it. If so, this article provides another look at a LSA provider that I consider something of a “sleeper” … and if you do not know that term, it’s meant to be positive yet refer in this case to a company that does its thing well if somewhat quietly. I am writing about Aerotrek Aircraft and its two models, the taildragging A220 and the trigeared A240. These airplanes may look familiar — itself a good thing as they are based on a very well proven original design — yet they have seen steady updating and improvement that makes a distinct airplane as we head into 2014. Proprietor Rob Rollison has shown a very steady hand at the tiller and recently updated his company’s news. “Sales of our Aeropro planes continue to be good — sold out until late-August 2014,” wrote Rob. “We will show 10 planes delivered in calendar year 2013.” However, his company also sold one to Mexico, so that one will not show up on our third quarter 2013 market share report to be published next week. Two more Aerotreks are aboard an ocean freighter so will be counted as 2014 deliveries. Another pair are reported complete but will not be shipped until after the new year. This suggests Aerotrek will continue a steady climb up from 2013.

New Owner for SportCruiser in America

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New president of U.S. Sport Aircraft Importing, Patrick Arnzen, checks out one of his company's aircraft at their Addison, Texas home base.

Piper renamed SportCruiser to PiperSport for a year period.

(Article udated) One of the most recognized aircraft in the LSA space is the SportCruiser, which ranks high on our LSA Market Share ranking (2012 figures). Solid in the #4 spot, they are likely to move up with another decent year in 2013, thanks to what some might call the "halo effect" of having had the Piper name on the airplane (photo) for a year, and now, a new owner. Don Ayers retired and handed the reins to his partner and new company president, Patrick Arnzen. Some thought that Piper's quick in and out might be a negative, but that would be incorrect. Ayers once told me that his operation was the key company before Piper, during Piper, and after Piper so not much really changed other than temporarily wearing the Vero Beach company's colors and gaining from their promotion. In a recent conversation, Patrick explained the various activities that keep them busy including a bustling flight school operation in Addison, Texas (KADS). Naturally, they regularly assemble airplanes that arrive from Czech Sport Aircraft (CSA). The southern Czech company shook off the cobwebs from former ill-equipped management and has progressed well. In fact, they just appointed a new European distributor with the catchy business name Star in Sky as the manufacturer's representative for Slovakia, Czech Republic and Hungary. In Europe, CSA refers to the airplane as the PS-28 Cruiser in a subtle nod to the old Piper numbering scheme, but VP of sales Matthew Harvey assured us in a video we shot at Aero 2013 (to be posted soon) that it is indeed the same airplane as American know. He reported that 500 of these aircraft have been produced, of which about 150 are flying in Europe. With around 200 flying in the USA, the company has done respectably well in the global market for light aircraft. SportCruiser also earned Type Certification for VFR Day operations according to EASA's CS-LSA regulations and is fully accepted by FAA in the U.S. CSA is also very pleased with the U.S. representative, with Harvey saying earlier, "We set ourselves a huge sales target of 30 units for the USA in 2013 and we really are delighted to be close to achieving this." Indeed, our LSA registrations report to come out soon confirms the success of the American company operating as U.S. Sport Aircraft Importing (several videos on the SportCruiser models are available at the preceding link). SportCruiser is available with dual-screen 10-inch Dynon Skyview instrumentation together with additional enhanced features. CSA also referred to a new SportCruiser SVAP Light is based on the increased demand from the U.S. market for an entry-level Light Sport Aircraft that combines affordability and advanced features with the flexibility to upgrade. This version is also the result of an extensive weight reduction exercise carried out by Czech Sport Aircraft engineers, resulting in an increased useful load. Both new models are equipped in 2013 with Garmin 796 GPS and ADS-B Receiver. In addition, Czech Sport Aircraft continues to supply the SportCruiser Classic with analog instrumentation.

(Article udated) One of the most recognized aircraft in the LSA space is the SportCruiser, which ranks high on our LSA Market Share ranking (2012 figures). Solid in the #4 spot, they are likely to move up with another decent year in 2013, thanks to what some might call the “halo effect” of having had the Piper name on the airplane (photo) for a year, and now, a new owner. Don Ayers retired and handed the reins to his partner and new company president, Patrick Arnzen. Some thought that Piper’s quick in and out might be a negative, but that would be incorrect. Ayers once told me that his operation was the key company before Piper, during Piper, and after Piper so not much really changed other than temporarily wearing the Vero Beach company’s colors and gaining from their promotion. In a recent conversation, Patrick explained the various activities that keep them busy including a bustling flight school operation in Addison, Texas (KADS).

Single Seat SeaLite Amphibian from Belite Flies

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SeaLite makes its first flight on December 17, 2013. all photos courtesy Belite Aircraft

It seems like we discuss seaplanes (the boat hull variety of airplanes) more than floatplanes (land planes with floats added). Rare are any of these a single seater and one that might fit in Part 103 for ultralight vehicles (meaning no pilot license, no medical, and no N-numbers are required). Yet some like the flexibility afforded by removable floatation. Many buyers seek lower price tags and most pilots tend to fly solo more than with passengers (even when four or more seats are available). So, perhaps you should consider Belite Aircraft airplanes especially now that ever-inventive developer James Wiebe has transformed his single seater into an amphibious floatplane called SeaLite. The new model is getting closer to delivery. "The first flight of our amphibious, carbon fiber, float-equipped aircraft falls on 110th anniversary of Wright Brother's first flight," said James about his voyage aloft on December 17th. "Although today's test flight was from a conventional grass runway, the expanded test plan will soon demonstrate takeoff and landing operations from water as well," clarified Weibe. SeaLite is designed to legally fly from water or land under U.S. FAR 103 regulations. The amphibian is a design variation of Belite's UltraCub aircraft. With almost every part of this aircraft designed in the aviation capitol of Wichita, Kansas, Belite employs "technically advanced features" to stay within the tight weight constraints of Part 103. Wing spars, floats, and other elements of the aircraft are built with carbon fiber while the fuselage is largely aluminum. Each basic wing panel weighs only 20 pounds; each individual carbon fiber float also weighs about 20 pounds, Belite said. (Updated) Learn about SeaLite in our video shot at AirVenture 2013 before the first flight had occurred. Belite Aircraft CEO Wiebe was at the controls for the first flight. "I was pleased with this test flight," he reported. "[SeaLite] demonstrated the performance and utility possible with a single place amphibious aircraft. The ground roll was very short, the climb rate was impressive, and the landing manners were easy and benign." As flown on December 17, SeaLite features a custom lightweight instrument panel with a full range of conventional instruments. Belite said SeaLite "was developed in direct response to customer request." The first one will be delivered to an individual in the upper Midwest early in 2014. With its amphib floats, SeaLite is priced at $60,000 in kit form. With straight (water only) floats the price moderates to $50,000. Wheel-equipped Belite UltraCubs airframes start below $20,000.

It seems like we discuss seaplanes (the boat hull variety of airplanes) more than floatplanes (land planes with floats added). Rare are any of these a single seater and one that might fit in Part 103 for ultralight vehicles (meaning no pilot license, no medical, and no N-numbers are required). Yet some like the flexibility afforded by removable floatation. Many buyers seek lower price tags and most pilots tend to fly solo more than with passengers (even when four or more seats are available). So, perhaps you should consider Belite Aircraft airplanes especially now that ever-inventive developer James Wiebe has transformed his single seater into an amphibious floatplane called SeaLite. The new model is getting closer to delivery. “The first flight of our amphibious, carbon fiber, float-equipped aircraft falls on 110th anniversary of Wright Brother’s first flight,” said James about his voyage aloft on December 17th. “Although today’s test flight was from a conventional grass runway, the expanded test plan will soon demonstrate takeoff and landing operations from water as well,” clarified Weibe.

Quicksilver Near Special LSA Approval for Sport 2S

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The Special Light-Sport Aircraft version of Quicksilver Aeronautics' popular Sport 2 model is completing efforts to gain FAA acceptance. An FAA audit is scheduled in December and the company announced it has completed the entire flight test regimen required to comply with ASTM industry consensus standards. A recent update to the standard now demands that a company must accumulate 100 hours of flight testing. Homebuilders expend some time to log the 40 hours required for an Experimental Amateur Built kit; this is two and half times as much. "We completed an entire ASTM Design & Performance standard test matrix," said Daniel Perez, Chief Operations Officer for the California company. He also noted that those 100 flight hours involved 236 takeoffs and landings. These results follow a long period of other detailed testing and significant document preparation plus establishing the factory for repeatable, quality-controlled production of ready-to-fly aircraft. Quiclsilver's Sport 2S is a strutted, wide open cockpit, side-by-side two seater and will be the first Quicksilver aircraft to complete the entire compliance package. However, exactly 20 years ago, Quicksilver certified their tandem two seat GT 500 aircraft under FAA's Primary Category. The '500 was the very first aircraft to achieve Primary Category approval in 1993. "[For the Sport 2S] we also had to demonstrate dive speed condition, which calls for flight greater than Never Exceed speed for the Sport 2S model," observed Perez. Takeoffs and landings were demonstrated in cross winds beyond 15 knots. In addition, stability and control were demonstrated without problems over the full Center of Gravity range." To achieve this, he noted that more than 50 stalls and 20 spins were performed with no abnormal characteristics. Longtime Quicksilver sales manager Todd Ellefson raced to add, "We caution our thousands of aircraft owners that these are functions performed in a test environment and such excess speeds and maneuvers are expressly prohibited in normal operation of the aircraft." Todd is a highly experienced Quicksilver pilot who flew the 100 hours of testing in the 2S. In meeting ASTM standards, Quicksilver was aided by consultants from Streamline Design, one of the industry's professional engineering firms specializing in Light-Sport Aircraft and ASTM. Streamline's Severin Kempf observed, "The pilot and platform handled well throughout the testing. We put the airplane through some hard maneuvers and some really hard landings. Everything went as planned. It was particularly interesting to watch this aircraft in a spin." Severin worked on the extensive flight test program with Quicksilver's Ellefson and added that Todd "was really good to work with on the flight testing." "Our success in achieving these solid results prepare us for a visit from several FAA officials scheduled for later this month (December 2013)," said Quicksilver Aeronautics President, Will Escutia. "If we gain the approval of the agency we are prepared to swiftly put the Sport 2S into production as a fully-built aircraft." Quicksilver is now preparing for FAA's audit visit (usually a team of 3-6 persons for three or more days). Assuming all goes well, the company will be head down working at entering the Sport 2S into production. For this reason they'll be passing the Sebring LSA Expo this year but plan a public release of the highly anticipated SLSA at Sun 'n Fun 2014. The event runs April 1-6 next year. Update 12/18/13 — Watch our video with Quicksilver's Daniel Perez to hear more about the work his company has put into meeting ASTM standards even on a well-proven design.

The Special Light-Sport Aircraft version of Quicksilver Aeronautics‘ popular Sport 2 model is completing efforts to gain FAA acceptance. An FAA audit is scheduled in December and the company announced it has completed the entire flight test regimen required to comply with ASTM industry consensus standards. A recent update to the standard now demands that a company must accumulate 100 hours of flight testing. Homebuilders expend some time to log the 40 hours required for an Experimental Amateur Built kit; this is two and half times as much. “We completed an entire ASTM Design & Performance standard test matrix,” said Daniel Perez, Chief Operations Officer for the California company. He also noted that those 100 flight hours involved 236 takeoffs and landings. These results follow a long period of other detailed testing and significant document preparation plus establishing the factory for repeatable, quality-controlled production of ready-to-fly aircraft. Quiclsilver’s Sport 2S is a strutted, wide open cockpit, side-by-side two seater and will be the first Quicksilver aircraft to complete the entire compliance package.

CubCrafters Upgrades Industry’s Best Seller

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CubCrafters stylish instrument panel is available in three configurations; this is the World VFR setup selling for $14,990.

Top selling aircraft models in the LSA space over the last couple years are manufactured by CubCrafters. It's not too strong to say they've done well because the Yakima, Washington company got the formula right: Start with an iconic design; add features the original Piper version never dreamed of having; pump it up with lots more power; add in a finer finish, modern materials, and instruments; upgrade it steadily; and finish by doing it all in the USA. To continue building on the best performance among any LSA producer, the company announced a range of updates for their Carbon Cub SS and Sport Cub S2 Light-Sport Aircraft for 2014. Soon we'll release the first market share stats of 2013 and through the first nine months of the year CubCrafters has a clear lead. Last year, Cessna registered more aircraft but the Wichita giant has been completely quiet in 2013 giving room for CubCrafters to soar. Our stats based on the first nine months of 2013 will show CubCrafters just behind Cessna for the all-time number two rank, but in fact they've actually already passed them. The company's two LSA entries — Carbon Cub and Sport Cub models — are based on the Company's CC11 airframe, of which they report 291 units have been delivered. (They speak of deliveries in the year where our numbers will address registrations and, as we've always said, these two sets of numbers are not always in perfect sync in a given period of time.) Upgrades for 2014 announced by CubCrafters include: CubCrafters' 180 horsepower Titan 340CC engine (built by ECi) will have a new magnesium accessory case for a spin-on oil filter plus thermostatic oil cooler bypass valve; these improvements reduce net engine weight by 1.5 pounds. Carburetor has a fuel nozzle with a proprietary "perforation pattern" to improve vaporization and distribution of the fuel/air mixture that levels EGT and CHT values so the engine runs more efficiently, smoothly and produces increased power. At no additional charge, CubCrafters upgraded the standard instrument panel to includes a new CHT Monitor and Garmin GTR 200 Comm Radio connected to a RAMI Antenna relocated to the aircraft turtle deck for superior performance. Their mid-grade World VFR panel (photo) features Garmin's 796 GPS and Electronics International CGR 30P Engine Monitor, providing full-glass benefits at a lower price; also includes a Trig TT21 Transponder and Trig TY91 Comm Radio with 8.33 and 25 kHz channel spacing that international markets will value. Other improvements: new non-skid and more durable pilot step that weighs less; new kick-panel at the front of the cabin featuring a cup/bottle holder for the pilot; and, the glare shield is now painted flat black as standard. According to General Manager Randy Lervold, "CubCrafters is now accepting orders for 2014 Carbon Cub SS and Sport Cub S2 models. Base prices remain unchanged at $172,990 and $134,950 respectively." CubCrafters also offers their Carbon Cub in a kit version, the Carbon Cub EX. Watch our in-flight video of the 180 horsepower Carbon Cub to sense the excitement of this potent model that CubCrafters says is "the most powerful LSA aircraft in production":

Top selling aircraft models in the LSA space over the last couple years are manufactured by CubCrafters. It’s not too strong to say they’ve done well because the Yakima, Washington company got the formula right: Start with an iconic design; add features the original Piper version never dreamed of having; pump it up with lots more power; add in a finer finish, modern materials, and instruments; upgrade it steadily; and finish by doing it all in the USA. To continue building on the best performance among any LSA producer, the company announced a range of updates for their Carbon Cub SS and Sport Cub S2 Light-Sport Aircraft for 2014. Soon we’ll release the first market share stats of 2013 and through the first nine months of the year CubCrafters has a clear lead. Last year, Cessna registered more aircraft but the Wichita giant has been completely quiet in 2013 giving room for CubCrafters to soar.

Clearer Picture(s) of the new Vickers Wave

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Fitting the vertical stabilizer to the airframe. Wave mixes use of carbon fiber and aluminum.

The incredible hull of Oracle's America's Cup speedster "flying" across the water. photo copyright Oracle Team USA by Guilain Grenier

After a rush of interest owing to earlier reports (see here and here), the team at Vickers Aircraft went head down and began pushing even harder on their fascinating new amphibious LSA seaplane entry called Wave. As you can see by the photos, they've now unveiled the overall appearance though additional details of this rather distinctive creation will be released as components are fitted and evaluated. Meanwhile, for those who want more, principal designer Paul Vickers added, "I am pleased to inform that our Vickers Aircraft website is now live. We invite pilots around the world to come have a closer look and to observe which companies we are engaging as partners. "We have achieved our production weights on completed assemblies," noted Paul, including wings, tail stabilizers, controls, and composites structures such as the cockpit and sponsons." Vickers says they achieved this by strategically combining aluminum and carbon fiber. Advanced designs use a mix of materials in areas that have varying strength requirements. "We spent a lot of time before the initial design was started working on construction techniques to ensure they could be transferred to the aircraft design and used in production. "We then took this proven solution into the design phase early 2010 and have now produced numerous components that are matching our design weights," added Paul. With a reported 80% of the prototype completed Vickers Aircraft said their clean-sheet design should achieve target weights enabling Wave to be an FAA-accepted Special LSA without any need for a weight exemption. Part of assuring weight targets are met — keep in mind that the LSA seaplane gross of 1,430 pounds (650 kg) can be demanding for a capable aircraft with retractable gear and other water-worthy features — means close coordination with leaders in carbon fiber. "We are very pleased to introduce Core Builder Composites as our partner to supply the carbon fiber components, said Vickers. Sailing enthusiasts may already know this company's work through their most celebrated product, the Oracle yacht that won the America's Cup this year as one of the fastest boats in the world. Core Builder Composites met the demand for a 72-foot catamaran that appears to zoom above the water (photo) while using a sail that looks for all the world like a long half-wing instead of a billowing fabric sail. Given the intense — and very well funded — competition for America's Cup sailboats, the company based in New Zealand along with Vickers appears well equipped to do prototype and production work on Wave's composite structures. I've written about the level of competition present in LSA seaplanes, perhaps triggered by the amazing success of California's Icon A5. Through very astute marketing Icon has reportedly collected more than 1,000 orders for their amphib seaplane. The company has been breaking new ground in several areas, such as their spin-resistant airframe that earned Icon a weight exemption from FAA. However, the effort has also delayed production and opened an opportunity for other designs to fill the void. This drives Vickers Aircraft to keep the pressure on to have product delivered to customers by summer 2014, a goal they still feel is achievable. While far less well known than Icon because they kept their focus on design and production preparation, Wave is making friends around the globe, reported Paul Vickers. Interest from a number of potential buyers is rewarding the push and the company repeated earlier statements, "Our sale price in the USA will be under $180,000 including the 180 horsepower Lycoming IO-360, automatic folding wings, and airframe parachute."

After a rush of interest owing to earlier reports (see here and here), the team at Vickers Aircraft went head down and began pushing even harder on their fascinating new amphibious LSA seaplane entry called Wave. As you can see by the photos, they’ve now unveiled the overall appearance though additional details of this rather distinctive creation will be released as components are fitted and evaluated. Meanwhile, for those who want more, principal designer Paul Vickers added, “I am pleased to inform that our Vickers Aircraft website is now live. We invite pilots around the world to come have a closer look and to observe which companies we are engaging as partners. “We have achieved our production weights on completed assemblies,” noted Paul, including wings, tail stabilizers, controls, and composites structures such as the cockpit and sponsons.” Vickers says they achieved this by strategically combining aluminum and carbon fiber.

Aero Adventure: Kit Seaplane Company’s New Factory

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The city of Tavares, Florida ought to be feeling good about their effort to become their adopted name: America's Seaplane City (FA1). The city built a fine facility and seaplanes are using it. Yet the strongest measure of their success may be that the city, located about 45 minutes northwest of Orlando, has attracted not one but two seaplane manufacturers. I've written about Progressive Aerodyne and their SeaRey several times. We've done video with Aero Adventure since Alex Rolinski took over the operation. Recently, we were hosted by Alex Gutierrez as we paid a visit to their new factory following a laborious move from Rockledge, Florida to Tavares. In 2013, this a tale of two men named Alex and a familiar brand in the light kit arena. The longtime friends got together in central Florida after Alex R purchased the rights, designs, and inventory of Aero Adventure. While Alex R continues his work in the banking business, he tapped his friend to manage the refreshed enterprise. In a sign of true friendship Alex G willingly departed the western USA to help his old buddy. Rolinski is a longtime pilot, an A&P mechanic, and did service in the Air Force as a Flight Engineer. Both men seem highly motivated and ready to do more with this long established company. Long ago, Aero Adventures (under a different company name in those days) created the Buccaneer one and two place ultralights. Steady evolution lead to the Aventura and the collection of old and new aircraft resembling the original makes one of the early success stories in what was then the ultralight industry. The company under various leaders built more than 1,000 airplanes. Of that fleet Alex Rolinski reported that more than 160 are the two place Aventura II versions that today form the heart of the business. However, he added and Alex Gutierrez reinforced that a single place model is also available and they expect to put more time into developing it. Why? Well ... price is important to many potential buyers. So let's summarize. In the world of seaplanes expect to spend considerably more; 25% or more is not uncommon to go from a land plane to an amphibious float-equipped version. If you evaluate such aircraft, even in the LSA space (and it'll be a great deal more for a certified seaplane), prices begin at around $150,000. Yet here is Aero Adventure offering a two-place airframe kit for $25,000, with Rotax 582 engine for about $33,000. If you go whole hog with the Rotax 912 or Viking engine, you might lay out as much as $70,000 ... less than half what you might otherwise spend. Of course this is not an ASTM-compliant LSA and you'll have to build the airplane. However, price-conscious buyers recognize these are more affordable choices for an airplane that boasts more than 20 years of history. Alex R and Alex G both indicated they will also pursue a Part 103-capable version, however, you may need to shop for an engine as the Rotax 447/503 they'd use is no longer in production (fortunately plenty of used engines are available; this will further restrain the cost to get airborne). When we visited Aero Adventure, we were shown around by Business Manager Alex Gutierrez. Jumping into aviation to help his friend, I was impressed by his depth of knowledge in only a few months. Alex G helped with the move and though they still have work to sort out lots of parts, tooling, and details, their progress looked good. The factory floor had airplanes in for updates or maintenance and they benefit from their own paint booth (photo). With more than a thousand airplanes out in the field, Aero Adventure has a business foundation. Among their developments, they've fitted the Florida-based Viking engine (video) and have more plans to further the enterprise. Meanwhile, Alex G refines the inventory and is at work on marketing and other duties. Both young fellows, they've established a Facebook page to keep interested pilots and former customers advised. They also send out an informative newsletter; you can contact the company to sign up for this. We'll have more on Aero Adventure in Tavares; click back soon!

The city of Tavares, Florida ought to be feeling good about their effort to become their adopted name: America’s Seaplane City (FA1). The city built a fine facility and seaplanes are using it. Yet the strongest measure of their success may be that the city, located about 45 minutes northwest of Orlando, has attracted not one but two seaplane manufacturers. I’ve written about Progressive Aerodyne and their SeaRey several times. We’ve done video with Aero Adventure since Alex Rolinski took over the operation. Recently, we were hosted by Alex Gutierrez as we paid a visit to their new factory following a laborious move from Rockledge, Florida to Tavares. In 2013, this a tale of two men named Alex and a familiar brand in the light kit arena. The longtime friends got together in central Florida after Alex R purchased the rights, designs, and inventory of Aero Adventure.

Evektor Successfully Passes LSA Audit for China

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photo by James Lawrence

Members of the CAAC audit team pose with Evektor's quality managers photo courtesy Evektor

photo by James Lawrence

The rush is on — hardly a surprise to anyone these days — regarding China's emergence into general or recreational aviation. Investors in the country are buying iconic aviation brands with increasing frequency it seems and more companies in the LSA space are rushing to join the party. They join a growing flock of home-grown producers (see earlier report). No wonder. With China's economic growth, new freedom to fly at least in some airspace, and keen interest in flying one's own airplane, the business possibilities appear large. While established countries remain mired in economic sluggishness, China's star shines brightly. Add those factors to the much lower price of purchasing a Light-Sport Aircraft and you can see why companies are jumping on the bandwagon. The newest company to succeed in gaining Chinese approval is Evektor and their SportStar LSA models. The Czech company reported, "Evektor successfully passed an audit by the Civil Aviation Administration of China (CAAC) at its production plant in Kunovice, Czech Republic." Chinese auditors focused on quality assurance and inspections as well as Continued Operational Safety Monitoring. These key safety areas are subject to close review by FAA as well and indeed Evektor has also successfully completed audits by U.S. auditors and those from EASA in the last year. "It means Evektor is fully approved by CAAC for further deliveries of Light-Sport Aircraft to the Chinese market," the company concluded. Congratulations, Evektor! "In August 2012 Evektor gained type certification from CAAC for its worldwide popular pilot training and leisure flying SportStar aircraft, which had become the very first FAA approved aircraft in the US LSA category," observed Petr Javorsky, Executive Director of Evektor-Aerotechnik (second from left in nearby photo). Since Evektor has both a CAAC production certification and SportStar type certification, the company meets all the requirements of the CAAC for importation of the SportStar to China. Now a new task begins: expanding marketing activities in China and searching for sales partners in the country. Evektor has aircraft flying in more than 40 countries and some 1,200 Evektor aircraft have been delivered.

The rush is on — hardly a surprise to anyone these days — regarding China’s emergence into general or recreational aviation. Investors in the country are buying iconic aviation brands with increasing frequency it seems and more companies in the LSA space are rushing to join the party. They join a growing flock of home-grown producers (see earlier report). No wonder. With China’s economic growth, new freedom to fly at least in some airspace, and keen interest in flying one’s own airplane, the business possibilities appear large. While established countries remain mired in economic sluggishness, China’s star shines brightly. Add those factors to the much lower price of purchasing a Light-Sport Aircraft and you can see why companies are jumping on the bandwagon. The newest company to succeed in gaining Chinese approval is Evektor and their SportStar LSA models. The Czech company reported, “Evektor successfully passed an audit by the Civil Aviation Administration of China (CAAC) at its production plant in Kunovice, Czech Republic.” Chinese auditors focused on quality assurance and inspections as well as Continued Operational Safety Monitoring.

Planes, Cars, & More at Festivals of Speed

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Florida Light Sport Aviation's Brian Boucher poses by an Audi R8 parked near his CTLSi.

A SeaRey kit nearing completion shows a fantastic air-brushed paint job.

The "testosterone festival" had something to stir the soul of every attendees.

Perhaps the most arresting aircraft was "Precious Metal," a highly modified P-51 created to race in the Unlimited Class at the Reno National Championship Air Races. It arrived compliments of Kissimmee Florida's Warbird Adventures.

In silver, a Rolls Royce Thunderbolt with its flame-belching exhaust stacks and Merlin engine. ||| In carbon fiber black is the super-exotic $1.4 million Pagani Huayra.

Festivals of Speed is not your "everyman" show tour. Aimed at wealthy folks, Joe Sabatini's FoS extravaganza is quite different than the usual airshow fare. Some very distinctive aircraft drew plenty of attention ... if you could tear your eyes away from a large gathering of magnificent supercars or scores of beautiful people. The event was based at the Orlando International Airport, which meant flying a few Light-Sport Aircraft into the Class B jetport and assembling in and around the giant hangar at Galaxy Aviation FBO. Opening night was hob-nobbing with the well-to-do types that can supposedly afford the goods on display. Via silent auction, Festival of Speed also benefits charities such as Arnold Palmer Hospital For Children. For the first time, Light-Sport Aircraft were invited (and not asked to pay what surely is a steep price of entry). Representing the fleet were Progressive Aerodyne's SeaRey and Flight Design's CTLSi. Both were well received and of those well-heeled attendees with whom I visited, the surprises were that they knew about "some easier, lower-cost pilot license" and in a few cases quite a bit about LSA. It appeared that on the eve of the 10th anniversary of SP/LSA, the new FAA class has become a known quantity. Rich folks often become wealthy by watching how they spend their money and I was taken aback by how many people said they had some interest in getting the new pilot certificate. People with fatter wallets than mine were impressed and pleased to hear a pilot license could be obtained for $4,000. Clearly, it isn't just those in the middle class that celebrate a more reasonably priced point of entry. As with other non-conventional means to promote flying and doing so with Light-Sport Aircraft, shopping mall displays, appearing at boat shows or farm implement shows, and participating in high-end events like Festivals of Speed helps carry the message of flying to more folks. I think aviation needs to do a lot more of this sort of thing, especially when given the chance to do so without cost. By the end of the three hours it was only a guess as to the value of participation. Will any LSA sell as a result? Umm, probably not. Will someone take lessons toward their Sport Pilot certificate. Yes, maybe. Is it all still worthwhile? Well, it was a just a few hours of the day toward an educational effort and I think aviation needs to do more outreach of this or some sort. A hearty thanks to Jana and Gary Filip of the Sebring U.S. Sport Aviation Expo for including the LSA representatives in this event. Be sure to mark your calendars for January 16-19, 2014. We're only about six weeks away from the show that starts a new year of flying!

Festivals of Speed is not your “everyman” show tour. Aimed at wealthy folks, Joe Sabatini’s FoS extravaganza is quite different than the usual airshow fare. Some very distinctive aircraft drew plenty of attention … if you could tear your eyes away from a large gathering of magnificent supercars or scores of beautiful people. The event was based at the Orlando International Airport, which meant flying a few Light-Sport Aircraft into the Class B jetport and assembling in and around the giant hangar at Galaxy Aviation FBO. Opening night was hob-nobbing with the well-to-do types that can supposedly afford the goods on display. Via silent auction, Festival of Speed also benefits charities such as Arnold Palmer Hospital For Children. For the first time, Light-Sport Aircraft were invited (and not asked to pay what surely is a steep price of entry). Representing the fleet were Progressive Aerodyne‘s SeaRey and Flight Design‘s CTLSi.

China’s Carcopter Variation of the Flying Car

By Dan Johnson || Leave a Comment (Edit)

photo by Jan Fridrich

photo by Jan Fridrich

image courtesy ML Aviation Technology

photo courtesy ML Aviation Technology

The flying car powerfully captures the imagination of many, pilots and general public alike, despite the fact that none (yet) have ever achieved market success. For some years this field lie fallow with no introductions for several decades. Then, thanks to the creation of the Light-Sport Aircraft sector came Terrafugia and their intriguing Transition. The Massachusetts enterprise has received enormous media attention. Similarly, the I-Tec Maverick also proved popular with journalists. Lately the SkyRunner from England gained plenty of coverage from a splashy introduction at the Fort Lauderdale, Florida boat show. Now, China has its hat in the ring. Consider Carcopter from ML Aviation Technology Co., Ltd. Terrafugia uses folding wings and a pusher Rotax engine. I-Tec uses a powered parachute held in position by a telescoping carbon fiber pole. Carcopter is, as the name implies, a rotary winged flying machine. Think of it as a gyroplane but with a folding mast and rotor blades that fold aft. In one way this seems a good solution. Terrafugia exposes its wings to road rash or that idiot who opens his car door into the side of yours. I-Tec's solution is highly portable but you have to stop and take time to unpack and lay out the large square parachute canopy plus erect and secure the long support pole. Carcopter is very James Bond-like with blades the company said can be put in position with the touch of a fingertip. Modern materials include a carbon fiber exterior with metal rotor blades and a rotorhead built with titanium. A Rotax 914 engine with 115 horsepower drives the prop and front two-wheel drive. Like any Rotax it can use unleaded auto gasoline supplied by an 18.5 gallon fuel tank (metric figures in table below). "The flying car can be operated easily," ML Aviation Technology CEO Chang Jian Qin told reporters. A button push reportedly changes Carcopter from flight mode to driving state. "When going from flight to auto traffic, just press a button to fold the main bracket and rotor." Only 10 minutes is needed for the change from flight to driving or driving to flight. Chang Jian Qin continued, "Take-off does not require a special airport runway, as long as you have 100 feet." He said the landing roll is only 30 feet, though he didn't specify in what wind conditions either occurs. Training was also portrayed as simple. "You can learn to manipulate Carcopter after [a few] days of flight training." In case problems arise, an emergency parachute is available for a safe landing. "In 2010, the Chinese State Council issued views on deepening our airspace," said Chang Jian Qin. According to him (and confirmed by other reports), China will gradually open the airspace below 1,000 meters (3,000 feet), to allow light fixed-wing aircraft and helicopters aircraft flying by 2015. For many years only military aircraft or airliners have been permitted in the airspace. See additional thoughts about flying in China from our report by Jan Fridrich. The downside? How about a price of 2 million yaun (Chinese currency), a figure that presently equates to more than $325,000. Are you ready to buy one? Carcopter Technical Data Length — 15 feet (4.6 meters) Width — 6.5 feet ( 2 meters) Height (flying mode) — 9 feet (2.8 meters) Height (driving mode) — 4.8 feet (1.46 meters) Rotor Diameter — 27.5 feet (8.4 meters) Maximum Take-off Weight — 1,320 pounds (600 kilograms) Cruise Speed — 90 mph (145 km/hr) Maximum Speed — 113 mph (180 km/hr) Edurance — up to 5 hours using an 18.5 gallon fuel tank (70 liters) Powerplant — Rotax 914 UL / 115 horsepower Vehicle Structure — Carbon Fiber / Titanium

The flying car powerfully captures the imagination of many, pilots and general public alike, despite the fact that none (yet) have ever achieved market success. For some years this field lie fallow with no introductions for several decades. Then, thanks to the creation of the Light-Sport Aircraft sector came Terrafugia and their intriguing Transition. The Massachusetts enterprise has received enormous media attention. Similarly, the I-Tec Maverick also proved popular with journalists. Lately the SkyRunner from England gained plenty of coverage from a splashy introduction at the Fort Lauderdale, Florida boat show. Now, China has its hat in the ring. Consider Carcopter from ML Aviation Technology Co., Ltd. Terrafugia uses folding wings and a pusher Rotax engine. I-Tec uses a powered parachute held in position by a telescoping carbon fiber pole. Carcopter is, as the name implies, a rotary winged flying machine. Think of it as a gyroplane but with a folding mast and rotor blades that fold aft.

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