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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

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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.

How Do Light-Sport Aircraft Handle Winter?

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As winter arrives in much of the USA, it is worth asking: "Are Light-Sport Aircraft solely fair weather flyers or can they serve greater purposes?" When trying to answer let's avoid the error of generalizing. The range of LSA is very broad and ranges from below $40,000 to $150,000 or more and from conventional fixed wings to weight shift, powered parachutes, motorgliders, gyros, hot-air and more. One answer to the winter question won't suffice. Secondly, not all LSA are factory built so the rules differ. Nonetheless, one thing is certain: Winter or summer, LSA can certainly be useful even if they are not used for compensation flying or flown for hire. Take the following example. Richard Lauzon operates his Zenith CH-801 in conjunction with his Ten Mile Lodge in northern Quebec. He reported, "STOL CH 801 is by far the most practical means of getting in and out of [my] hunting/fishing resort." The nearest airport is 45 flying minutes to the south. The alternative is a 60-mile road that takes four hours to drive and would challenge any four wheel drive vehicle or snowmobile. The '801 allows Richard to bring supplies, mail and groceries to his lodge. In the winter, he parks the aircraft on the frozen lake in front of the lodge and in summer he uses a 2,400-foot gravel strip he cut into the forest behind the lodge. In summer 2014, he'll be using amphibious floats to allow him to keep his aircraft on Lac Dumoine year round. The snow begins drifting in early November and stays on the ground through April. During that time the road is closed to all but snowmobiles, and it's a long, cold ride through the forest with limited space for bringing back materials. The CH 801 burns far less fuel and Richard considers it more reliable. He likes the fact that the Zenith is airborne and lands in about 50 feet. "It's like having a flying pick-up truck," he said, "and it sure does get used." Zenith Aircraft announced in May, 2012, "Zenair Ltd. (Canada) is supplying parts, kits and support worldwide for the STOL CH 801. While I'm aware Zenair's CH-801 is not a LSA, the story still applies and the 801 in photos could be Zenith Aircraft's CH-750 (another kit EAB) or any number of fully built LSA. Canadian rules are different than those in the USA, however, flying your LSA to another work location is no different than driving our car and that is not a compensated or hired operation. At LSA cruise speeds, low fuel use, good range, and modern construction and equipment, many of these aircraft could carry a business owner around if that serves the enterprise as it does for Lauzon. Given how he depends on his airplane Richard might want to invest in a heater to keep the engine at safe temperatures in the deep cold of a Canadian winter. Aircraft Spruce recently announced a new line that could be just what Old Man Winter requires. Hornet Heaters use an advanced, self-temperature regulating, semi-conducting material. Aircraft Spruce said, "These heaters are designed to safely heat your engine in environments that are considered to be dangerous locations." Hornet Heaters are hand built, allow the user to select the thermostat temperatures and work with a two-stage operation that reduces amp inrush by sequencing the heaters. "Perhaps the most important feature of the Twin heating system," added Aircraft Spruce, "is the peace of mind that comes from knowing that the possibility of both heaters failing simultaneously is almost nonexistent and one heating circuit will provide enough heat to prevent engine damage." The Hornet unit is equipped with a switch that provides the user with a means to test the operation of each heating circuit independently. Other important features include a non-conductive fire rated fiberglass housing, mil-spec wiring, and an industry leading 3-year warranty. For more information, please visit Aircraft Spruce, or call 877-477-7823.

As winter arrives in much of the USA, it is worth asking: “Are Light-Sport Aircraft solely fair weather flyers or can they serve greater purposes?” When trying to answer let’s avoid the error of generalizing. The range of LSA is very broad and ranges from below $40,000 to $150,000 or more and from conventional fixed wings to weight shift, powered parachutes, motorgliders, gyros, hot-air and more. One answer to the winter question won’t suffice. Secondly, not all LSA are factory built so the rules differ. Nonetheless, one thing is certain: Winter or summer, LSA can certainly be useful even if they are not used for compensation flying or flown for hire. Take the following example. Richard Lauzon operates his Zenith CH-801 in conjunction with his Ten Mile Lodge in northern Quebec. He reported, “STOL CH 801 is by far the most practical means of getting in and out of [my] hunting/fishing resort.” The nearest airport is 45 flying minutes to the south.

Just Aircraft Is a Decade-long Success Story

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Come along with us as we fly the SuperSTOL and enjoy some unusual video angles. photo by Wayne Whitley

How do you take a laid-back approach to create a super exciting airplane? Schucks ... it appears easy as falling off a log. The oversimplification denies how much energy and effort went into SuperSTOL. Because the folks at JustAircraft seem to be the most relaxed designers in America, don't be fooled. Plenty of customers have seen the light that emanates from Walhalla, South Carolina. From the company's unusual factory airstrip to the jaw-dropping performance of their super-duper STOL aircraft, Just Aircraft is a company you can't — or at least shouldn't — ignore. To gain more flavor of the extreme-looking but easy-flying aircraft, Just's website has several videos that might fascinate you. "Since the company was formed in 2002, Just Aircraft was focused on developing an aircraft that would excel in back country performance," the company announced recently. "Starting with the Escapade, the company began shipping out kits. The Escapade is still supported by the factory and kits are still being shipped out, though the sales were quickly surpassed when designer Troy Woodland introduced his next design, the Highlander. The STOL performance of the Highlander accelerated recognition of the company, attracting an ever-increasing number of recreational pilots." On a roll, Troy expanded on the company's success this past year with the SuperSTOL, their leading product today. SuperSTOL, a two place, high wing, tube and fabric creation, grew the company's sales tally to more than 450 kits. "Within a year, we shipped out 25 kits of the new SuperSTOL and over half are now flying," reported Just Aircraft. The short time between delivery and flight is testimony to the speed with which the kits can be transformed into an airworthy aircraft. Based on my own experience flying with Troy, SuperSTOL can easily and repeatably live up to its name with impressively short takeoffs and landings. With practice, each can be achieved in a mere 50 feet, thanks to the double leading edge slats, long-stroke main gear suspension, and tundra tires ... plus good pilot technique. The company's aircraft have also be configured for floats and skis. Building a worldwide following, Just Aircraft has shipped kits to remote areas in China, Russia, Greenland, Australia, New Zealand, Ecuador and Lithuania. Among gung-ho outback pilots, Just's consumers include three women and a 78-year-old gentleman.

How do you take a laid-back approach to create a super exciting airplane? Schucks … it appears easy as falling off a log. The oversimplification denies how much energy and effort went into SuperSTOL. Because the folks at JustAircraft seem to be the most relaxed designers in America, don’t be fooled. Plenty of customers have seen the light that emanates from Walhalla, South Carolina. From the company’s unusual factory airstrip to the jaw-dropping performance of their super-duper STOL aircraft, Just Aircraft is a company you can’t — or at least shouldn’t — ignore. To gain more flavor of the extreme-looking but easy-flying aircraft, Just’s website has several videos that might fascinate you. “Since the company was formed in 2002, Just Aircraft was focused on developing an aircraft that would excel in back country performance,” the company announced recently. “Starting with the Escapade, the company began shipping out kits.

Super Legend Gets SLSA Certificate #133

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American Legend earned SLSA approval for its Super Legend model. all photos courtesy of American Legend.

Darin hart (left) accepts a fresh SLSA airworthiness certificate from FAA Air Safety Inspector Chukudi Crawford.

Available previously as a kit (more on that below), American Legend recently provided photos proving that the Sulfur Springs, Texas company has now won a Special LSA certificate for the Super Legend, topping our SLSA List at number 133. The model has other differences but a key reason for the name is the Lycoming O-233 engine supplying 115 horsepower that gives a nice boost to its performance on wheels or floats. Super Legend will go up against the CubCrafters Carbon Cub SS (with 180 horsepower) and the Zlin Cub-S (also 180-hp). While it may not provide the same excess of power it is more affordably priced than Carbon Cub SS, although the latter is a highly developed offering that is generous in its use of carbon fiber, as its name implies, and in an overall sense of stylized design. American Legend noted, "The closed cowl Super Legend has the same power-to-weight ratio as a 150-hp Piper Super Cub. The Lycoming O-233 delivers 115 horsepower and delivers unlimited performance in a classic Cub platform." The company reported standard equipment includes: ground adjustable composite prop, traditional white paint with red striping, adjustable seats, basic panel (altimeter, airspeed, inclinometer, tachometer, oil pressure, oil temperature, voltmeter), 406 MHz ELT, 6.00 x 6 tires. As the order form for either kit or fully built suggests you can add a wide range of options including Dynon or Garmin glass panel packages (including radios and more) for $24-26,000, TruTrak autopilot for $8,000, AmSafe airbag seat belts for $4,000, lighting packages for $4,000, or floats at $28,000 for straight floats or $38,000 for amphibious versions. Other than the floats, all these deluxe packages take the lovable Piper Cub concept into the new millennia. Options also take the price toward $200,000 yet the appeal of the design is strong with both American Legend and CubCrafters reporting good or strong sales in a otherwise sluggish LSA environment. A fully built AL18 Super Legend Cub in the look of a Super Cub lists for $146,800 and as referenced you can bid that base price up a great deal if you wish. Those who want a new Cubalike but can't swing two hundred grand could opt for the kit. The airframe components start just above $50,000 and you add the Lycoming O-233 for $25,000 plus could choose a builder assist program for $18,000. The latter can help you build in as little as 21 days American Legend specified though they indicate "Extra building days may be required depending on options." Individual aptitude and degree of motivation would also be a factor. Pre-wired instrument panel packages will add $23-25,000 but speed the kit assembly process. However you may choose to select from the taildragger offerings from American Legend, you now have more choices and it seems likely that more of this iconic shape are destined to populate the skies. Legend president Darin Hart is pleased with the company's efforts of late, passing an FAA audit this fall amid the government shutdown and now winning SLSA approval for the Super Legend. Hart noted that the new model came in with "an empty weight of 862 pounds equipped with common accessories and lighting, giving a useful load of 458 pounds." He added, "The big differences, compared to other Legend models are flaps and aerodynamic tail surfaces plus the more powerful and multi-fuel O-233 engine supplied with 30 gallons of fuel instead of the 20 gallon capacity of the other Legend models. Super Legend first flew in January of 2012. For more details, please check our video interview.

Available previously as a kit (more on that below), American Legend recently provided photos proving that the Sulfur Springs, Texas company has now won a Special LSA certificate for the Super Legend, topping our SLSA List at number 133. The model has other differences but a key reason for the name is the Lycoming O-233 engine supplying 115 horsepower that gives a nice boost to its performance on wheels or floats. Super Legend will go up against the CubCrafters Carbon Cub SS (with 180 horsepower) and the Zlin Cub-S (also 180-hp). While it may not provide the same excess of power it is more affordably priced than Carbon Cub SS, although the latter is a highly developed offering that is generous in its use of carbon fiber, as its name implies, and in an overall sense of stylized design. American Legend noted, “The closed cowl Super Legend has the same power-to-weight ratio as a 150-hp Piper Super Cub.

New SeaRey Exhibits Plenty of Get Up & Go

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Adam Yang (right) hosting the Progressive Aerodyne open house.

Consultant Abid Farooqui shows where SeaRey engineers used plenty of carbon fiber to reduce weight 60 pounds!

The fully faired Rotax 914 engine on the new SeaRey SLSA.

One of the several reasons I like living in Florida (besides no snow this time of year) is the close proximity of all kinds of aviation businesses. The central Florida town of Tavares, about 45 minutes northwest of Orlando, is home to not one but two light seaplane factories. The city named itself "America's Seaplane City." Last Friday, we visited both manufacturers ending our tour at the SeaRey Open House (photo). Owner Adam Yang said they had 13 SeaRey aircraft fly in despite windy conditions. Their handsome facility was full of people including many owner/builders, potential customers, friends, and the media (me). The day turned out to be pleasant and we got to watch several SeaRey aircraft taxi down the launch ramp into the lake and take off not 50 yards away. One of these was the new 914 SeaRey SLSA; more on that below. A couple years ago Progressive Aerodyne took the plunge and elected to pursue Special Light-Sport Aircraft acceptance so they could address a part of the market they never could seek: fully built SeaRey aircraft. Last fall, the company a major benchmark as they successfully passed their first-ever FAA audit. Most companies get a few gigs (officially: "findings") and have to fix them ("corrections"). Mostly this seems to be paperwork but sometime the manufacturing process isn't up to regulatory review so more work is needed. The SeaRey producer got a clean bill of health before FAA inspectors left the building; subsequently, high-ranking FAA officials were effusive in their praise for Progressive Aerodyne's accomplishment. Such things are a team effort by definition, but leading compliance task force was Florida engineer, Abid Farooqui. At the open house, Abid was generous to explain some of what went into the latest 914 turbo SeaRey SLSA project. What really stood out for me was this: "We took 60 pounds out of the airframe to make SLSA seaplane weight," reported Abid. I'm not an engineer but I've been around plenty of development projects and can state that taking 60 pounds from an airframe that weighs less than 1,000 is a huge accomplishment. Companies meeting ASTM standards have to build an airplane that meets empty weight calculations. For SeaRey, this figure is 980 pounds empty and the 115-horsepower, fully engine cowled Rotax 914 turbocharged SeaRey makes the numbers. The weight savings came through many big and small tweaks but a significant share came from use of carbon fiber in the hull and other parts of the airplane. Abid continued as a consulting engineer after the 2012 ASTM compliance and FAA acceptance push. He offers engineering services under the business name SilverLight Aviation. Abid has also volunteered assistance LAMA, the Light Aircraft Manufacturers Association in the updating of the organization ASTM compliance checklists available to member producers. The LSA seaplane sub-sector continues to amaze me. I've written about this often as so many intriguing designs are on the market or coming to market. Businesses like Progressive Aerodyne would seem well positioned with seasoned, field-tested products. Newcomers bring slick designs and fresh features but have to convince the market. All will compete somewhat on price and the SeaRey is in good shape again. You can get a kit SeaRey in the air for around $70-80,000 and plenty of prior builders are available to offer assistance. Alternatively you can go to Tavares, Florida and work in the factory with experts available to answer questions. Those with thicker wallets and less time can get the top-of-the-line 914 SeaRey SLSA for $150,000. Given that other LSA seaplanes are quoting $189,000, a 914 SeaRey for a hundred and fifty grand is quite a value in a powerful, proven aircraft. In the video below, original designer and SeaRey pilot extraordinaire Kerry Richter, shows the short water run of the new model with added horsepower.

One of the several reasons I like living in Florida (besides no snow this time of year) is the close proximity of all kinds of aviation businesses. The central Florida town of Tavares, about 45 minutes northwest of Orlando, is home to not one but two light seaplane factories. The city named itself “America’s Seaplane City.” Last Friday, we visited both manufacturers ending our tour at the SeaRey Open House (photo). Owner Adam Yang said they had 13 SeaRey aircraft fly in despite windy conditions. Their handsome facility was full of people including many owner/builders, potential customers, friends, and the media (me). The day turned out to be pleasant and we got to watch several SeaRey aircraft taxi down the launch ramp into the lake and take off not 50 yards away. One of these was the new 914 SeaRey SLSA; more on that below. A couple years ago Progressive Aerodyne took the plunge and elected to pursue Special Light-Sport Aircraft acceptance so they could address a part of the market they never could seek: fully built SeaRey aircraft.

Emirates Airline Employees Build an RV-12

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Earlier this year, the United Arab Emirates (UAE) announced in Abu Dhabi a regulation for Light-Sport Aircraft by the director-general of the General Civil Aviation Authority (GCAA), Saif Mohammed Al Suwaidi. GCAA reported, "Sport aviation enthusiasts will be given access to light aircraft of certain specifications only at licensed sport aviation clubs in the UAE, according to a statement by the civil aviation regulator." This action represents another country to join the parade of those accepting ASTM industry consensus standards as a means of approving an aircraft. As we reported in March this year, UAE adds to USA, Australia, Columbia, Brazil, the EU, and China as countries that embrace either a nearly identical regulation to the U.S., or at least they accept the ASTM standards with some differences in their country. For example, some countries allow in-flight adjustable props where the U.S. does not, however, the ASTM standards accommodate that difference and can do so for other differences far more easily than a hodgepodge of regulations in each country. Some places (EU, China) require more, such as a restricted or special type certificate and possibly design and production organization approval. Now, UAE is getting its first example, even before the new rule making has wound its way through the full bureaucratic process. UAE's Emirates Airline did something completely different when airline employees built and unveiled a Light-Sport Aircraft. A group of 40 trainees (photo) assembled what they report as 11,000 parts in two years to complete a Van's RV-12. "Constructing this aircraft from scratch is a tremendous achievement for our trainees whose knowledge and hands-on technical experience have now been significantly enhanced," Emirates executive vice-president and chief operations officer Adel Al Redha said in a statement to Khaleej Times. Another official said Emirates Airline's continued fleet growth caused a need for continued investment in engineering and aftermarket services. "Building this new sport airplane with its trainee engineers gives the airline a hands on-approach to learning differing techniques on airplane manufacture, servicing, maintenance and inspections," the official said. In a process familiar to any American home builder, Emirates Airline COO Al Redha said the trainees' first task was to unpack the crates, check the components against the inventory and create a storage system where items could be easily retrieved. The build process started with the aircraft's tail fin and rudder. Along the way, students learned about the alignment of different sections, anti-corrosive treatments, painting, drilling, wiring, testing and approval processes. "The canopy and rear window proved to be a huge challenge as the thermoplastic glass had to be drilled without cracking. This required extreme patience and was fortunately completed without any mishaps," Al Redha added. The RV-12 will be used to promote Emirates' UAE National training programs. New RTF RV-12s — At nearly the same time Emirates employees were finishing their RV-12, Van's Aircraft announced availability of their second batch of what they call "a fully-finished, fly-away, pick-it-up-at-the-factory-door airplane." Company founder and aviation icon Dick VanGrusven said, "We believe our factory built RV-12 S-LSA will provide opportunities for GA growth," as he referenced flight schools and flying clubs, as well as individuals. "We've been pleased to see the RV-12 serve as a core for several flying partnerships" A new group of '12s is now under construction with delivery available "soon." Prices range between $115,000 and $123,000. Each RV-12 uses the Rotax 912ULS engine, a ground-adjustable carbon fiber Sensenich (video) propeller, Dynon's SkyView, and Garmin comm radio plus day/night Aero LED lighting, and a nicely outfitted interior rounds out the standard equipment, said Van's Aircraft. Options include 2-axis autopilot, ADS-B with weather and traffic information, matching wheel fairings and a pinstriped paint scheme in a choice of seven different colors. The first dozen RTF '12s sold out quickly so interested buyers might need to act quickly. Van's has a dedicated website expressly for the fully-built RV-12 with full specs and pricing. If you're ready to act, contact Van's directly at this email.

Earlier this year, the United Arab Emirates (UAE) announced in Abu Dhabi a regulation for Light-Sport Aircraft by the director-general of the General Civil Aviation Authority (GCAA), Saif Mohammed Al Suwaidi. GCAA reported, “Sport aviation enthusiasts will be given access to light aircraft of certain specifications only at licensed sport aviation clubs in the UAE, according to a statement by the civil aviation regulator.” This action represents another country to join the parade of those accepting ASTM industry consensus standards as a means of approving an aircraft. As we reported in March this year, UAE adds to USA, Australia, Columbia, Brazil, the EU, and China as countries that embrace either a nearly identical regulation to the U.S., or at least they accept the ASTM standards with some differences in their country. For example, some countries allow in-flight adjustable props where the U.S. does not, however, the ASTM standards accommodate that difference and can do so for other differences far more easily than a hodgepodge of regulations in each country.

LSA Air; Jabiru Service; MGL XTreme; 90th Birthday

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MGL Avionics' panel-mount XTreme can fit existing analog gauge holes in some aircraft.

Tecnam Director Paolo Pascale posed with aircraft designer Luigi Pascale on his 90th birthday.

Cool It! — Scott Severen of US Aviation — the central Texas general aviation dynamo — is a man on a mission. He showed an AMT FlyCool installation (video) on a Flight Design CTLS at Sun 'n Fun that was a surprisingly clean installation considering he brought all the air conditioning parts in his airline luggage. By AOPA's fall Summit, he had refined it considerably (photo). Now the installation features a handsome louvered right side baggage door that brings fresh air in and exhausts warmer air. The panel switches are permanent and in the warm Texas sunshine, the system had great appeal. It adds surprisingly little weight (22 pounds); cost varies by installation but is much less expensive than old style air conditioning systems for airplanes. One downside is a loss of some luggage capacity but for example, a flight school wouldn't care. Their students could chill instead of sweating through their flying lesson. Sunbelt CTLS pilots may also be attracted to the option. Contact Severn or FlyCool for details in your LSA. Central USA Services — Pete Krotje attended the October ASTM meeting in Jacksonville. He's one of a few manufacturers that regularly participates in the standards-writing exercises. On a break in those deliberations he educated me on new services his company provides. Notably, Pete has started giving seminars on Jabiru engines, which his company Jabiru U.S. often sells to other airframers. However, the Shelbyville Tennessee LSA producer is also performing repairs and inspections on brands other than Jabiru. Many Light-Sport businesses have weathered the economic upheaval of past years by broadening their service work and Pete is following suit. If your LSA is based in the central states, you can consider using Jabiru U.S. for many general maintenance services. As a company with long experience and having been through the rigors of an FAA audit (to sister company Arion), the Jabiru U.S. folks know how to perform services that fully comply with regulations and standards. XTremely Small — Dynon has generated strong interest in their tiny D2 instrument that can be attached to the windscreen or side window of any GA airplane as well as used onboard LSA and kit airplanes. It's small, inexpensive, capable, and because it doesn't hard mount, can be used on type certified airplanes that otherwise cannot install unapproved instruments. Given that most GA airplanes still rely on steam gauges, no wonder Dynon is selling D2s briskly. |||| Another innovative producer has an equally small instrument but it's intended to mount in your panel. It is even more capable in some ways. MGL Avionics representative Matt Liknaitzky aided my understanding. "XTreme (photo) is dynamite in a small package," Matt exclaimed! "It is a full primary flight instrument, with pitot/static (altimeter/airspeed/vertical speed) and full engine monitoring as an option. It also has the option of full AHRS or GPS-derived bank angle. It has a built-in GPS for basic navigation and it will control a Sandia remote transponder." In the latest news, Matt reported, XTreme has a built-in autopilot; just add servos. The only thing it doesn't have is a moving map, but besides that it is an impressively comprehensive flight display in a small package and at low cost. "Some people use it as a backup, but many use it as their primary instrument," Matt added. Happy Birthday, Luigi! — Arguably the most prolific producer in the LSA space is Tecnam, with several SLSA models accepted by FAA and variations on those models to include the amphibious SeaSky (video), a taildragger, and a 914-powered P2008. The Italian company also makes a twin, is finishing a four seater, and has started work on an 11-seat commuter aircraft called P2012 Traveller. Every one of these designs was created by Professor Luigi Pascale, who recently celebrated his 90th birthday. He is still at work, because as nephew and Tecnam Director Paolo Pascale observed, "It keeps him alive!" Tecnam celebrated Luigi's benchmark birthday in their Capua factory near Naples, Italy. Luigi Pascale is a significant figure in the Italian aviation industry. With his brother, Giovanni — they are nicknamed Gino and Nino — he built his first aircraft in early 1951, the P48 Astore. In 1957, the brothers created Pascale Partenavia to give birth to a line of airplanes including the Partenavia P68 light twin. In 1968, the two brothers founded Tecnam whose first model was the P92. Also known as the Echo in several variations, the P92 fleet numbers 2,500 units and counts 200,000 hours of flight, reported Tecnam. With his impressive history of creating aircraft, here's wishing Luigi 90 more years of aircraft design!

Cool It! — Scott Severen of US Aviation — the central Texas general aviation dynamo — is a man on a mission. He showed an AMT FlyCool installation (video) on a Flight Design CTLS at Sun ‘n Fun that was a surprisingly clean installation considering he brought all the air conditioning parts in his airline luggage. By AOPA’s fall Summit, he had refined it considerably (photo). Now the installation features a handsome louvered right side baggage door that brings fresh air in and exhausts warmer air. The panel switches are permanent and in the warm Texas sunshine, the system had great appeal. It adds surprisingly little weight (22 pounds); cost varies by installation but is much less expensive than old style air conditioning systems for airplanes. One downside is a loss of some luggage capacity but for example, a flight school wouldn’t care. Their students could chill instead of sweating through their flying lesson.

Iran’s Dorna Aircraft Free Bird and Blue Bird

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Dorna Aircraft's Free Bird

The company's Blue Bird model

Blue Bird's interior

Iran's countryside looks more pleasant than many images on mainstream media reports.

I wrote about Free Bird two years ago, to the surprise of many readers who thought, well ... different things about Iran, most of them not very positive. We tend not to realize how media reporting and statements from government officials influence our views of a place like Iran. I don't doubt that some of the crazy things we hear about do indeed happen. Yet I suspect the country is significantly composed of citizens that probably have little control over the direction their government chooses. So, with this update, I plan to tell you a little about what it's like for the Dorna Aircraft Company to operate in a country like Iran. Think whatever you will, but you likely see attractive aircraft comparable to those from many countries. "Oh, you want to see the Dorna Aircraft showroom," a Tehran visitor might ask. "Ah, go to the Negar Tower and take the elevator to the 23rd floor." According to marketing and business development point man for Dorna, Sajad Entesari, "I think it's highest show room in region." With his father Yaghoub, Dorna's CEO, this family-run Iranian airplane producer has some struggles operating in the country, as you might expect. Sajad wrote, "Right now we have problems buying composite materials, engines, and avionics in Iran, but the main problem is because of the sanctions, which is [not] related to us because we are not a military or nuclear company! [Because of the sanctions we] can't buy those things at an OEM price plus we have lost the global market for three years." Still, they report selling 23 Blue Bird models and three Free Birds. The Blue Bird meets EASA's certification specifications for a VLA (Very Light Aircraft). It is slightly faster, using the 115-horsepower Rotax 914 turbo engine but is clearly a sibling to the lighter, LSA-capable Free Bird that is powered by the 100-horsepower Rotax 912ULS. Those economic sanctions bite and so does uncertainty ... just as the latter problem causes challenges for businessmen in many western countries. "Since president Rohani [was elected] many things changed and everybody waits to see what happens next." Regardless of the political headwinds, Dorna wants to enter U.S. and European markets. Their Free Bird (specs) is designed to meet ASTM standards used to gain acceptance for an SLSA. Dorna is aware of FAA auditing of LSA producers around the world. They indicate they can pave the way for FAA officials to come inspect their facility as needed, even arranging local cooperation as needed. They are also seeking investors for production in another country, where perhaps they would not be so restricted by the economic sanctions. Sajad added, "In Iran many people love the American people and so many [Iranians] lived in or were educated in U.S., including our CEO. Yaghoub Antesary was educated in USA as an MBA student. He also got his bachelor of aeronautical engineering degree and Private Pilot license in America." Put it all together and it begins to sound like any LSA company with ambitions for growth and product development. You can see more for yourself at their Facebook page; then, judge for yourself. Try as governments will to slow the pace, the spread of information is facilitated by the Internet. For companies like Dorna that are not multinational conglomerates, the Web is essential.

I wrote about Free Bird two years ago, to the surprise of many readers who thought, well … different things about Iran, most of them not very positive. We tend not to realize how media reporting and statements from government officials influence our views of a place like Iran. I don’t doubt that some of the crazy things we hear about do indeed happen. Yet I suspect the country is significantly composed of citizens that probably have little control over the direction their government chooses. So, with this update, I plan to tell you a little about what it’s like for the Dorna Aircraft Company to operate in a country like Iran. Think whatever you will, but you likely see attractive aircraft comparable to those from many countries. “Oh, you want to see the Dorna Aircraft showroom,” a Tehran visitor might ask. “Ah, go to the Negar Tower and take the elevator to the 23rd floor.” According to marketing and business development point man for Dorna, Sajad Entesari, “I think it’s highest show room in region.” With his father Yaghoub, Dorna’s CEO, this family-run Iranian airplane producer has some struggles operating in the country, as you might expect.

LAMA (Europe) Investigates the China LSA Market

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The SeaRey from Florida-based Progressive Aerodyne. all photos by Jan Fridrich

TL Elektronics iDrive seen in an Atec Faeta.

Slovakia's Tomark Viper

Tecnam had at least three aircraft on display.

A B-number (China registration) CTLS flew in demonstration.

Australia has a large exchange with China so Jabiru's presence is hardly surprising.

Gyros like this Magni were commonplace.

My LAMA Europe counterpart and friend, Jan Fridrich, took another trip to China in October as he attended Xi'an, said to be the largest General Aviation exhibition in the country. While the show was large with expansive, expensive exhibit stands, airplanes were sparser than events such as Aero Friedrichshafen. Like a few American events (thinking of AOPA's just concluded Summit and NBAA's giant show), Xi'an's convention hall housed indoor displays while the "static" display of more airplanes was at an airport. U.S. organizers usually try to colocate these two displays. In contrast, Jan reported, "The static exhibition was at the airport in Pucheng, which is about 100 kilometers (62 miles) from Xi'an! Practically speaking, it was only accessible by bus and only during one official day and the journey takes 2.5 hours ... Without Chinese friends it is very complicated to get anywhere." Jan added that viewers at the airport were unable to get within 60 feet of airplanes. "Only VIPs can get inside a 'first zone' around the aircraft." Still, it is fascinating to watch this country expand its non-military, non-airline aviation sector. In the USA, we hear about Chinese purchases of famous American aviation brands such as Continental Motors, Cirrus, Mattituck, Glasair. Icon and Lisa reportedly got Chinese investment and they aren't the only ones. However, Chinese investors have also bought into products from European countries. Jan reported, "AT-3, a sibling of an LSA Americans know as the Gobosh, was bought by Chinese investor Jiangsu Lantian Aerospace Industrial Park with an investment of $60 million. They intend to produce up to 100 aircraft per year. Another large exhibit featured the Slovak Tomark along with their Viper thanks to Chinese investor Qingyun Group." A couple years ago, Adam Yang bought Progressive Aerodyne and their SeaRey, which he exhibited at Xi'an. Jan wrote that according to Adam, their Chinese Type Certification is well under way. The company earned warm remarks from FAA last fall when their first-ever SeaRey SLSA passed an audit with the best marks yet. Still more exhibited brands known to Americans included Tecnam's Twin, P92, and Sierra; three Flight Design CTLS, of which one even flew (photo); Nynja; Magni, Apollo, and AutoGyro gyroplanes; SportCruiser (represented by a Taiwanese dealer); Zenair's CH-701 and 801; Jabiru's J230; an IndUS Thorpedo; Quicksilver's Sport 2S and a GT500 outfitted with ag spraying equipment (as were a few other light aircraft); a Challenger ultralight; an Apollo trike with an Aeros wing; plus a student-built Team MiniMax. The only Czech exhibitor was TL Elektronics. Representative Martin Balda unveiled iDrive, a controller of the digital Integra. This solves a problem experienced by many pilots, where after tightening seatbelts they cannot easily reach the controls on the panel. Using iDrive connected to Integra you have seamless control of all knobs and buttons not only for instruments in front of you but on the co-pilot's side. Jan added, "If you find this controller familiar, you're probably a happy owner of a BMW vehicle, which originated the idea." Of course, Rotax is present in China. Jan wrote, "The Peiport company is the distributor of Rotax with six branches in China and one in Hong Kong where the company originated." The company also represents Woodcomp props and showed hydraulically and electrically adjustable constant-speed propellers. Jan concluded, "The exhibition in Xi'an shows the current status of Chinese GA aviation. From a European perspective it is at the beginning of development. GA flying is considerably reduced by lower airspace restrictions with a larger opening expected in 2015. Another limiting factor for flying is very poor visibility; most of the day it is not even possible to see the sun. On rare days with a visible sun disk visibility is usually 1-3 kilometers. I cannot imagine VFR flying and especially training in this environment." Nonetheless Jan sees promise, "In any case it is useful to watch the progress of GA in China, because in near future it could become the largest market in the world!" Thanks to Jan Fridrich of LAMA Europe and Czech Light Aircraft Association for this report.

My LAMA Europe counterpart and friend, Jan Fridrich, took another trip to China in October as he attended Xi’an, said to be the largest General Aviation exhibition in the country. While the show was large with expansive, expensive exhibit stands, airplanes were sparser than events such as Aero Friedrichshafen. Like a few American events (thinking of AOPA’s just concluded Summit and NBAA’s giant show), Xi’an’s convention hall housed indoor displays while the “static” display of more airplanes was at an airport. U.S. organizers usually try to colocate these two displays. In contrast, Jan reported, “The static exhibition was at the airport in Pucheng, which is about 100 kilometers (62 miles) from Xi’an! Practically speaking, it was only accessible by bus and only during one official day and the journey takes 2.5 hours … Without Chinese friends it is very complicated to get anywhere.” Jan added that viewers at the airport were unable to get within 60 feet of airplanes.

Do Videos Drive Interest in Flying LSA?

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modified photo from Jeffrey Coolidge/Getty Images

In just-completed October, ByDanJohnson.com repeated a remarkable number: 70,000+ Unique Visitors, defined as a separate computer [IP] address, came to the website in the two fall months of September and October — after the main airshow season concluded. Before I go any further, let me say, "THANK YOU!" For a specialty website focusing on Light-Sport Aircraft plus kit airplanes and other aircraft Sport Pilots can fly to reach such a large group of visitors suggests that interest in this segment is strong. This may be despite the still-sluggish economy or perhaps it is precisely because of it. LSA and the Sport Pilot certificate are the most affordable ways to own a new airplane or to get started in aviation so I see a bright future for the sector. On this website we try to present information you want and it seems we're succeeding. We'll keep working hard; you can count on it. Website traffic has more than doubled this year and in seeking explanations, one likely reason is videos. At the many airshows we attend, we are happy to hear positive comments about this website (suggestions are also appreciated). Over the years, the share of folks referring to videos has grown rapidly. Many of you have said the videos helped you find the right aircraft to buy or identified some aviation gear — instruments, iPad software, headsets, other panel goodies, tools, and more — that you ended up buying ... or maybe not buying because you learned how the product would not fit your kind of flying; either way, the website served your needs. While we cannot answer all questions for all buyers, we are pleased to help whenever possible. My video collaborator Light Sport and Ultralight Flyer recently updated results from Google, owner of the YouTube website. This top ranked Internet destination serves a billion users worldwide every month. An amazing fact: Every single minute of the day, 100 hours of video are uploaded to YouTube. You can find just about anything you want. Another factoid: "According to Nielsen, YouTube reaches more U.S. adults ages 18-34 than any cable network," said Google. That is a group all of aviation covets. In October 2013 all videos uploaded by Light Sport and Ultralight Flyer approached one million (881,720) minutes of viewing! I don't know about you but I find that astounding. About the only downside to all the traffic is that our email inbox is more full than ever and time is insufficient to answer everyone. If you didn't get a reply, our apologies. We can only spend so many hours each day responding to email. We think it's more important to create new content — articles, videos, photos, resource lists — so that is where our time is focused. We also must take care of the sponsors that help us provide content, most of it free of charge. With that in mind, we'll get back on the job finding new material to maintain the stronger-than-ever interest in Light-Sport and Sport Pilot. People wanna fly! P.S. Thanks to all of you who are kind enough to support ByDanJohnson.com by becoming a Member for $29 per year. As with public TV or radio, our members help a great deal by allowing us to offer most content for free. If you aren't presently a member, please consider supporting us.

In just-completed October, ByDanJohnson.com repeated a remarkable number: 70,000+ Unique Visitors, defined as a separate computer [IP] address, came to the website in the two fall months of September and October — after the main airshow season concluded. Before I go any further, let me say, “THANK YOU!” For a specialty website focusing on Light-Sport Aircraft plus kit airplanes and other aircraft Sport Pilots can fly to reach such a large group of visitors suggests that interest in this segment is strong. This may be despite the still-sluggish economy or perhaps it is precisely because of it. LSA and the Sport Pilot certificate are the most affordable ways to own a new airplane or to get started in aviation so I see a bright future for the sector. On this website we try to present information you want and it seems we’re succeeding. We’ll keep working hard; you can count on it.

Deregulation Works & e-Go Easily Goes

By Dan Johnson || Leave a Comment (Edit)

e-Go performs on a early flight in late October. all photos by David Boughey (davidboughey.com)

Slim lines, cantilevered wings, and a canard contribute to e-Go singular appearance.

Chief test pilot Keith Dennison has begun the flight evaluation.

In the last days of October, another fascinating UK light aircraft took to the air after several years in development. The brainchild of Giotto Castelli and Tony Bishop takes advantage of SSDR, a British CAA initiative with the longer name of "Single Seat Deregulation," proving as has the LSA movement that reduced government control allows innovation to blossom. The British program allows aircraft weighing less than 115 kilograms to bypass conventional certification. A test pilot took the canard design up for its first official flight recently logging about 30 minutes up to 4,000 feet and 80 knots to conduct initial handling trials. After a post-flight inspection, data analysis, and refueling, he took it up again for its second, one hour flight to explore the envelope further, including stability, control and canard stalls. Then on October 30th, with notoriously difficult UK weather still cooperating, former BAE Systems chief test pilot Keith Dennison demonstrated e-Go to an invited audience of customers, investors, volunteers, suppliers, friends and family at Tibenham airfield in Norfolk, England. A few specifications for e-Go: • Empty weight 253 pounds (115 kg); • span about 26 feet; • cruise speed 100 knots/115 mph; • climb rate 900 fpm; • range 330 nm on 6.6 gallons of fuel capacity; • glide angle 16:1; • takeoff and landing roll about 500 feet. A single seater, e-Go is powered by a Rotron wankel 30-horsepower engine that is prized for its light weight. Although e-Go meets the empty weight for U.S. Part 103, it's too fast for that category. The company stated, "We plan to start in [America] with an experimental version, followed by LSA kits and complete aircraft." They also hope to meet the German 120 kilogram class when that regulation is ready. Company executive chairman Malcolm Bird — who flies a SportCruiser LSA and has built a Rotorway helicopter — commented: "The aircraft embodies many novel features and benefits from the aviation authority in the UK relaxing its regulation on very light aircraft. This has allowed e-Go aeroplanes to develop a completely new aircraft in a short time and with the minimum of red tape. It is good to be involved in the revival of a British aviation industry." The company reported that interest in the product is high and they have received first deposits for aircraft which will be delivered in 2015. Design originator Giotto Castelli, who has worked at Pilatus among other companies, described his vision for the aircraft, "I believe the canard design (small front wing) can offer great maneuverability and efficient aerodynamics. The e-Go adds to that an impressive field of view and a very compact airframe with simple lines which the air likes as much as the eye does. This also allows the weight to be kept to an absolute minimum. It is amazing to have had so many individuals and companies supporting this seemingly infectious project." More details, specs, photos, and video are available on the e-Go website. Catch a video of e-Go in demonstration flying ...

In the last days of October, another fascinating UK light aircraft took to the air after several years in development. The brainchild of Giotto Castelli and Tony Bishop takes advantage of SSDR, a British CAA initiative with the longer name of “Single Seat Deregulation,” proving as has the LSA movement that reduced government control allows innovation to blossom. The British program allows aircraft weighing less than 115 kilograms to bypass conventional certification. A test pilot took the canard design up for its first official flight recently logging about 30 minutes up to 4,000 feet and 80 knots to conduct initial handling trials. After a post-flight inspection, data analysis, and refueling, he took it up again for its second, one hour flight to explore the envelope further, including stability, control and canard stalls. Then on October 30th, with notoriously difficult UK weather still cooperating, former BAE Systems chief test pilot Keith Dennison demonstrated e-Go to an invited audience of customers, investors, volunteers, suppliers, friends and family at Tibenham airfield in Norfolk, England.

CubCrafters’ 180-hp Carbon Cub SS… Hoo Rah!

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CubCrafters Carbon Cub SS

Refueling Carbon Cub SS involves standing on a tire and the entry step; no ladder required as Rare Aircraft's Ben Redman demonstrates.

You can fly Carbon Cub SS with one window open, including the door if you like.

Finish quality and components are excellent on Carbon Cub SS.

The Heart of America Sport Aviation Classic is history. Weather and first year challenges conspired to keep the event from achieving its true potential, which illustrates the task of creating a "new Sebring" LSA Expo. These small venues have outsize appeal because they are much more intimate than the big airshows with their tens or hundreds of thousands of attendees. You can talk at length with aircraft sellers and taking a demo flight is... well, it's practically the whole point. So we did. We were able to perform a full video pilot report on the CubCrafters Carbon Cub SS. Update 10/9/12; video appears below — The west coast company's popular model with a potent 180-horsepower engine leaps off the runway with such enthusiasm it can appear a visual trick. Both my videographer and I had a chance to fly with CubCrafters dealer and Rare Aircraft vintage aircraft restoration partner, Ben Redman. We logged in-flight video, ground video, and did a video recap at the end with Dave and I comparing thoughts. Here is the essence of what we discovered. Right off the bat, takeoff behind 180 horses is a hoot! If you've seen a demo, what you see is pretty much what you get except that in the pilot's seat it's even more fun. CubCrafters has performed well in climbing our market share chart and the sheer power of this LSA has to be one of the main reasons. Ben advised I add in full power smoothly. You instantly roar down the runway. Dave found you hardly need to lift the tail — a normal taildragger technique — as the power does it for you. I did lift the tail, but almost in one motion, I then began to pull back on the joystick and it is literally a second or two before the mains are leaving the ground. We climbed like a SpaceX rocket and clocked more than a thousand feet before reaching the end of the runway. Once aloft, Ben suggested we throttle back to about 1700 rpm where we could pretend we were in an authentic (meaning 60-year-old) Cub, putt-putting along at about 60 mph. It was quite pleasant. You can open either window, though the Pilots Operating Handbook says not both at once. Ben prefers to open the right window plus the door. Had it been a warm summer day, I definitely would have given this a try. Though it can act like a old Piper Cub, it certainly is not one. You can have a digital panel if you wish. You have all the amenities of any modern airplane. Plus, the interior finish of the Carbon Cub SS is exquisite. As its name implies, carbon fiber has been widely used to restrain the weight of this largish airplane to stay within the LSA parameters. Of course, you pay for the company's effort to hold weight down while giving you the goodies. Carbon Cub SS starts at $173,000 and I'm told plenty of them hit or break $200 grand. That's a lot of dough for an LSA but you do get a remarkably well finished and equipped aircraft. Handling was pleasant with a need to use the rudder pedals lightly and the joystick a bit more assertively. My early dutch rolls were a tad sloppy but improved quickly. Stalls were very mild, with an audible horn and a muted drop of the nose. Recovery was very quick. Steeps turns usually require a touch of power and in Carbon Cub SS, "a touch" is literal; I made a tiny movement of the nearby throttle to find myself climbing 500 fpm. Still, it's easy to get used to this much power. My three-point landing went very well with Carbon Cub SS staying planted firmly (assuming you've kept your speed below 60 mph at touchdown). On the taxi back, I found I could see over the nose easily from the front seat, though from the rear, Dave said you have to fishtail back and forth. Shorter folks will find this a bit challenging but normally you'll solo up front. We'll relate more on the video pilot report that appears below and on our LSA Video page.

The Heart of America Sport Aviation Classic is history. Weather and first year challenges conspired to keep the event from achieving its true potential, which illustrates the task of creating a “new Sebring” LSA Expo. These small venues have outsize appeal because they are much more intimate than the big airshows with their tens or hundreds of thousands of attendees. You can talk at length with aircraft sellers and taking a demo flight is… well, it’s practically the whole point. So we did. We were able to perform a full video pilot report on the CubCrafters Carbon Cub SS. Update 10/9/12; video appears below — The west coast company’s popular model with a potent 180-horsepower engine leaps off the runway with such enthusiasm it can appear a visual trick. Both my videographer and I had a chance to fly with CubCrafters dealer and Rare Aircraft vintage aircraft restoration partner, Ben Redman.

Vickers Releases Another Sneak Peak at their Wave

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Vickers Aircraft unveiled a more complete look at their new LSA amphibian.

Workers fit a custom Catto prop to Wave's Lycoming IO-360 powerplant.

Wave components returned from anodizing await inspection.

Following our initial unveil of a new amphibian called "Wave" by Vickers Aircraft Company, more details were offered in their programmed slow-motion rollout of a new amphibian LSA candidate. In this update we hear about who will supply the prop and see some of the hardware components. I was informed that response was brisk after the last article suggesting the tempting way facts are released developed a sense of intrigue. One thing not said earlier is that principal Paul Vickers spent years in marine hull design and fabrication, addressing that aspect of engineering competency. As to the aerodynamic side, Paul wrote, "We are confident in achieving our performance figures as we have spent the pat three years producing and studying the hydrodynamics and aerodynamics needed for our particular flight envelope." Vickers provided performance info to Catto props who developed and delivered a specific propeller to maximize to the airflow produced by Wave's pusher configuration. "This information coupled with the known performance figures of the Lycoming IO-360 should provide a 120 knot cruise," indicated Vickers. Vickers expressed appreciation to Craig Catto at Catto Propellers. "Catto delivered a unique prop (photo) in a short time," Paul emphasized. "We now have a specially designed propeller with hardened nickel leading edges to protect the prop from the effects of water spray. The three blade prop ensures that 180 horsepower delivered by Lycoming's engine is transferred into useful thrust. Some readers wondered about Vickers' ability to meet LSA weight limit, especially give the use of a powerful and relatively heavy powerplant. "We are pleased that completed assemblies including wings, tailplane, and composite structures have been matching engineering design weights." The company said it is confident Wave can provide a useful load of 500 pounds. CAD modeling computer simulations and analysis were intensely employed. "Our aircraft is 100% designed on computers; it's incredible what computers offer modern engineers. One wonders what might have been if the Wright brothers had access to some of the tools we have at our disposal." As the first parts were produced, Vickers engineers were pleased how close theoretical weights matched actual part weights. "With more than 80% of the aircraft built, we are well on our way to meeting our design and delivery goals," Paul observed. Vickers is presently building two aircraft, one for flight tests and regulatory approval and another, the first of several, they say, for delivery perhaps as soon as Oshkosh 2014. The company has been sharing development with regulators for "a speedy approval process." Vickers reported that preliminary response to their "peak-a-boo" announcement was surprisingly strong. (Add your name to their list by emailing Paul Vickers.) However, the company said many inquirers asked a similar question, "We heard about the big engine but what about more complete specs?" In other words, how will Wave compare to other LSA amphibians? Addressing this request, Vickers Aircraft offered the nearby chart. "We will be releasing progress production pictures and additional information on a regular basis," said Paul Vickers. Though it remains in development, interested pilots can bookmark Vickers Aircraft website for regular updates.

Following our initial unveil of a new amphibian called “Wave” by Vickers Aircraft Company, more details were offered in their programmed slow-motion rollout of a new amphibian LSA candidate. In this update we hear about who will supply the prop and see some of the hardware components. I was informed that response was brisk after the last article suggesting the tempting way facts are released developed a sense of intrigue. One thing not said earlier is that principal Paul Vickers spent years in marine hull design and fabrication, addressing that aspect of engineering competency. As to the aerodynamic side, Paul wrote, “We are confident in achieving our performance figures as we have spent the pat three years producing and studying the hydrodynamics and aerodynamics needed for our particular flight envelope.” Vickers provided performance info to Catto props who developed and delivered a specific propeller to maximize to the airflow produced by Wave’s pusher configuration.

An “Ultralight” on Steroids? Alaska’s DoubleEnder

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DoubleEnder offers flights in remote places. all photos courtesy of developers

Water skimming between glaciers; don't do this in most Light-Sport Aircraft.

For most airplanes, this rock-strewn glacier fragment would not offer a comfortable landing.

Seen in flight, DoubleEnder reveals several unique qualities: front and rear turbocharged Rotax 914s, large flaps and aileron-accenting spoilers.

Hopefully DoubleEnder mechanics have no fear of heights.

Recently I became of aware of one of those "Oh, wow!" airplanes, one that can generate much the same response as Just Aircraft's attention-riveting SuperSTOL. At first glance, DoubleEnder intrigued me. At opposite corners of the USA, we now have twin Rotax engine sport planes: the long proven AirCam in southern Florida, and a newer sensation, Double Ender in Alaska. Some readers may believe neither fits this website's focus on LSA, light kits, and aircraft Sport Pilots can fly; like AirCam, Double Ender weighs too much (2,500 pounds gross) and has too many engines (dual Rotax 914 turbos each modified to 130 hp) to be an LSA. However, both are sport planes powered by Rotax engines. Plus, look at the accompanying photos. They inspire by showing flight qualities similar though not identical to AirCam. So, here's a preliminary story of this unusual aircraft. "The DoubleEnder concept came to existence after a decade of bush flying in Africa and Alaska. It was born and bred to be the ultimate platform for flying in a wild and remote environment, one where safety, performance, and visibility are all extremely crucial." Developers started the design in 2007 stating "safety was the single most important factor when creating the aircraft, and the rest was built around it." Their design assured wide open visibility; instruments were "reduced to the bare necessity;" performance was maximized, geared to maneuverability; and slow flight. "With 260 horsepower available to the pilot, the power to weight ratio exceeds what is normally found in this category of airplane, giving it extreme performance in regular conditions, while retaining enough power to keep you going in the event of an engine failure." The prototype first flew in 2010. After initial test flights and hours accumulated at the development base, DoubleEnder headed to Alaska. The developers felt it was essential to test the aircraft in the environment for which it was designed. "[Alaska] is not a forgiving environment ... any failure confronts you with the reality of the glaciers and forests." The designers believe that for flying in Alaska, "reliability is not a luxury, it's a necessity." After more than seven years the prototype airplane has reportedly used four wing configurations, three flap designs, two airfoils, three types of roll spoilers, four ailerons designs, three horizontal stabilizers, and two vertical stabilizers. "We needed a platform which enabled us to fly over any terrain, at any altitude with the comfort of knowing that an engine failure would be a non-event." The developers report DoubleEnder can climb on one engine at several hundred feet per minute at sea level and is able to maintain altitude at 2,300 pounds at 10,000 feet. "[Double Ender] can even takeoff on one engine. In an emergency needing even more performance, and as a last resort, you can simply pull the red lever next to your seat, which will open a trap door in the auxiliary fuel pod, allowing you to dump over 300 pounds of fuel in a matter of seconds." Flying the airplane (video) appears a unique experience. "Stall break is gentle and the airplane mushes down. This low speed maneuverability factor is crucial and provides a margin of safety that is not commonly found in fixed wing airplanes," pilots report. "The push-pull design was ... mostly to avoid any directional instability during an engine failure. This airplane was designed to fly in tight places, where one can't afford any kind of deviation during an engine problem." Despite the design effort, if things still go poorly, developers said, "The roll cage [and] fuselage were designed to absorb the forces of an impact, and protect the pilot and passengers." Performance is also eye opening. Approaching at around 35 mph, ample forward visibility allows the pilot to see and avoid the obstacles in his or her path, while giant tundra tires accommodate uneven surfaces. "The design is constantly evolving," the developers said. "Currently we are designing our next version, a side-by-side iteration of the DoubleEnder, where a passenger can enjoy the same view as the pilot." I've been corresponding with these Alaskan frontier pilots and will update this article as more information becomes available. However, today, their website has some fascinating photos and several remarkable videos, like the one below. Update 11/1/13 — Key people involved with this attention-getting project that has since appeared in other online publications: Alec Wild ... came up with the concept and design; Doug Keller ... did all the mechanical engineering; Eric Lewis ... built the DoubleEnder prototype; Pete Anderson ... joined the team later on and has built several wings to date in collaboration with Eric. Experience DoubleEnder in Alaska with this video:

Recently I became of aware of one of those “Oh, wow!” airplanes, one that can generate much the same response as Just Aircraft‘s attention-riveting SuperSTOL. At first glance, DoubleEnder intrigued me. At opposite corners of the USA, we now have twin Rotax engine sport planes: the long proven AirCam in southern Florida, and a newer sensation, Double Ender in Alaska. Some readers may believe neither fits this website’s focus on LSA, light kits, and aircraft Sport Pilots can fly; like AirCam, Double Ender weighs too much (2,500 pounds gross) and has too many engines (dual Rotax 914 turbos each modified to 130 hp) to be an LSA. However, both are sport planes powered by Rotax engines. Plus, look at the accompanying photos. They inspire by showing flight qualities similar though not identical to AirCam. So, here’s a preliminary story of this unusual aircraft.

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