Dan Johnson, Author at ByDanJohnson.com

Simple Aircraft (Like LSA) Need Simple Rules

By Dan Johnson || September 13, 2013 Leave a Comment (Edit)

Four other FAA audited companies (clockwise from top left): Evektor, Progressive Aerodyne (SeaRey), CubCrafters,Tecnam.

In this post I'm going to do something potentially risky. I am going to make some statements about the politics of aircraft certification. While rather dull, this subject is nonetheless something pilots and others feel rather strongly about as the safety of aircraft — for persons in or under aircraft — is involved. Doesn't everyone except a handful of thrill seekers care deeply about safety? I certainly do yet I feel it's time for some new directions. I fully expect not everyone will agree, but I feel strongly that these statements need to be made. So, here goes ... My term as Membership Secretary of ASTM's F37 LSA committee will complete later this year; I will be term limited out. That's perfectly fine ... I've done my duty for several years. ASTM's F37 committee is the group that wrote and updates the standards used to gain acceptance for Light-Sport Aircraft. F37 is populated by some exceptional people that are largely unsung heroes for all the hard work they've done with little recognition. It has been my distinct honor to work with them. I've been invited to remain on F37's Executive Committee to provide the industry viewpoint due to my other volunteer role as president and chairman of LAMA, the Light Aircraft Manufacturers Association. My parting hope as I leave the Membership Secretary post is that a subgroup might emerge to work at simplifying and making less strict some of the ASTM standards set. Yes, less strict. I think such a project needs a champion and I hope someone (more qualified than me) will rise to the task. ASTM's F37 committee people have worked diligently for more than 10 years. Many of these dedicated people have functioned as volunteers, a good many of whom even pay their own way to meetings. They have always had to be very careful to write language that FAA would accept. They've been enormously successful as FAA has accepted every new ASTM standard (except the electric propulsion standard, acceptance of which will require an exemption or rule change). As committee members, some FAA personnel have been involved in writing these standards. FAA is only entitled to one vote in the committee's deliberations but when an FAA representative said the standards ought to be worded in some way, the committee was powerfully encouraged to write it that way or face FAA's possible refusal to accept a standard. Nonetheless, in the drive to continue winning FAA acceptance ASTM rules have become increasingly like Part 23 rules, which, ironically, FAA now wants to simplify by empowering a new ASTM committee (F44). Over the years, I have observed the ASTM standards set become more like Part 23. Full disclosure: I am part of that "problem." I drafted the standard for airframe parachutes based heavily on my experience at BRS Parachutes which, back then, had recently won FAA approval for a parachute system for the Type Certified Cessna 150. The ASTM airframe parachute standard was genuinely tougher than the Special Conditions FAA set out for the Cessna 150 parachute. So, I know for an absolute fact that ASTM standards can be and sometimes are more stringent than FAR Part 23 regulations, despite many GA pilots believing otherwise (and therefore thinking that LSA are somehow substandard to Type Certified aircraft). Now the challenge — a rather large one in my opinion: trying to slim down those standards so they remain effective at safety yet become more achievable for smaller companies with innovative designs. Please note that the SLSA safety record is genuinely quite good; FAA has repeatedly described LSA safety as "acceptable." While F44 has learned and is learning from F37's experience for LSA, they may take the simplification process beyond what has been achieved in F37 (especially since I perceive that F37 has bulked up its standards set). That would be ironic but welcome. So, is anyone willing to volunteer as chair of the F37 "Simplification Task Group?" One last thought ... Since 2008, FAA has been assessing and later auditing LSA producers. FAA officials have often said they find plenty of non-compliance. Some media reporters and potential LSA buyers interpret FAA comments to mean these aircraft have manufacturing or quality problems. I believe the non-compliance is primarily paperwork errors or deficiencies rather than design or production problems and in proof of this belief, I have often stated that FAA has yet to ground the first SLSA. If safety of flight problems existed (to use FAA's term), they definitely would have grounded a suspect airplane. They have never done so. Thus, while further refinement and tighter control of manufacturing processes and documentation can and should be achieved by SLSA builders, these companies have consistently put out technologically advanced and airworthy aircraft that kept a lot more people flying. For that the industry and ASTM committee members deserve applause!

In this post I’m going to do something potentially risky. I am going to make some statements about the politics of aircraft certification. While rather dull, this subject is nonetheless something pilots and others feel rather strongly about as the safety of aircraft — for persons in or under aircraft — is involved. Doesn’t everyone except a handful of thrill seekers care deeply about safety? I certainly do yet I feel it’s time for some new directions. I fully expect not everyone will agree, but I feel strongly that these statements need to be made. So, here goes … My term as Membership Secretary of ASTM’s F37 LSA committee will complete later this year; I will be term limited out. That’s perfectly fine … I’ve done my duty for several years. ASTM’s F37 committee is the group that wrote and updates the standards used to gain acceptance for Light-Sport Aircraft. F37 is populated by some exceptional people that are largely unsung heroes for all the hard work they’ve done with little recognition.

Best Midwest LSA Expo Yet? … Yes, Sir!

By Dan Johnson || September 8, 2013 Leave a Comment (Edit)

John Snider and his finely-finished turbine-powered single place light helicopter flew several impressive demonstrations.

Hangar hams have a bit of fun at one of the evening hospitality events.

I reported earlier that it might have been the best AirVenture ever (thanks to the most pleasant weather I can recall in many years). Employing that yardstick, the just-concluded Midwest LSA Expo was equally successful. The fifth annual event in Mt. Vernon, Illinois — described by airport manager and principal organizer Chris Collins as "the little brother to the Sebring LSA Expo" — enjoyed three days of highly accommodating weather. Warm temperatures, mild winds, a solid turnout of LSA vendors, a few attractions such as the Maid in the Shade B-25, the "Red Nose" P-51 Mustang that made several high-speed performances (both offered rides, too), along with riveting demonstrations of John Snider's exceptional Mosquito XET turbine-powered single place helicopter ... brought out good crowds with Saturday looking especially strong. In a closing interview with Collins, he reported Thursday was the best opening day they've ever had and that day was just a warm up. By the end of the show, Chris reported at least 10 aircraft sales plus local Jabiru dealer and aircraft broker Eric Evans reported four of his own, suggesting perhaps more than a dozen aircraft were sold though not all were new airplanes. Demo flights for prospective customers and showcase flying kept the pattern busy at this airport that is one of the fastest and most convenient for getting out to take a flight. With my video partner we logged five flights that will lead to full-length video pilot reports and two aircraft needed reflights to assure we had the right collection of video scenes to allow the best production. That pace of activity is very challenging at virtually any other airshow. Sometimes the pattern had pilots reporting "I'm number five for landing" and on one final approach I counted six aircraft taxiing out for takeoff. Collins said the had to use secondary parking for arriving aircraft flying in to examine the special attractions and to visit vendors. We shot several hours of new video material that will appear after post-production editing plus our collection of full-length video pilot reports continues to grow. Aircraft benefiting from fuller coverage included Flight Design's CTLSi, TL Ultralight's TL-3000 Sirius, Arion Aircraft's Lightning LS-1, World Aircraft Company's Vision Sport, and the SportCruiser from U.S. Sport Aircraft. These join Evektor's Harmony, Hansen Air Group's Fk12 Comet, CubCrafters' CarbonCub SS, Allegro USA's Allegro 2007, Just Aircraft's SuperSTOL, and more to come. Doing these more detailed reviews of aircraft takes lots of time especially with mounting multiple cameras on the aircraft and briefing the demo pilot on what we need to capture good video scenes. We thought the Midwest LSA Expo would be one of the best locations to accomplish this and, indeed, we substantially added to this body of work in Mt Vernon this year. My forum on "20+ Reasons to Buy a LSA" was standing room only and at least five persons came up to me at the end announcing they had traveled to Mt. Vernon to make a purchase or ask final questions before making their payment to an aircraft seller. Other forums such as Jim Sweeney's review of aviation apps for the iPad were also well attended. A good measure of the success of this event can be attributed to the eagerness of Collins and his cadre of orange-shirted volunteers to make certain that all vendors and attendees got exactly what they needed. Chris has been working diligently to make the Midwest LSA Expo a success with strong support by his airport board of five directors — all of whom came to the event — and this fifth edition proved his efforts are paying off handsomely. As people prepared to depart late on Saturday or on Sunday, plenty of smiles were visible. I'll be back for the sixth annual event and I feel sure many others felt similarly. If you haven't attended, this is an excellent event to make a final check of the Light-Sport Aircraft or light kit of your choice. Kudos to Chris Collins and his local team!

Oshkosh 2013 Elements, Part 3: Slide-Out Panel

By Dan Johnson || September 3, 2013 Leave a Comment (Edit)

World Aircraft Company boss Eric Giles shows off their nifty panel configuration.

Elements are basic components of nature. As in our first two parts, I see Oshkosh Elements as worthy ideas other than airframes or engines. One such is World Aircraft Company's roller-bearing pull-out drawer instrument panel. Now, if you are like me and don't spend a lot of time around your airplane with a wrench or soldering iron in your hands, you might not see why this is important. For panels with a collection of round instruments, maybe it isn't as fetching an idea. Yet I'm willing to guess that nearly every mechanic who reads this or hears of World's innovation is going to say, "Yes! Why hasn't this been done before and why aren't all instrument panels done this way?" Early this year, I watched while two avionics mechanics maneuvered around the instrument panel in a Flight Design CTLSi. Their task was to install ADS-B hardware to coordinate with the dual-screen Dynon SkyView that fills left and right bays of the instrument panel. To make the installation, almost everything had to be removed so that a box could be installed forward of the Dynon screens. In short order, the seats and floor of the cockpit were littered with screens, wires, screws, brackets and other assorted parts. Then, with all this in their way, the two technicians had to practically stand on their heads in the most awkward poses in order to get tools where they needed to be. Despite their contortions, some parts were still hard to handle as they simply couldn't put any more hands on the job. Though I planned to watch the entire process to better understand it, after three hours I was worn out even without lifting a finger. I thought, Gosh, this looks so difficult; they really need the hinged instrument panel I'd seen in one design, or the removable upper panel from a couple other LSA. Little did I know what Eric Giles and his crew were doing at the Paris, Tennessee airport that is home to World Aircraft and their Spirit SLSA. As the photos show, they took another approach, installing hardware that with a slight pull on the handle — after removing a few securing screws — presents all the panel insides for the easiest access I've seen. It appeared a mechanic could merely sit in the pilot's seat and do what he or she needed to do. As a result, or perhaps because World employs tidy mechanics, all the wiring and bracketry looked very sanitary. Updating the digital instruments would be simpler although a USB port mounted in the panel makes database updating even easier. Well done, World Aircraft! An additional observation ... See the bright red box? (You can hardly miss it!) This is the Vertical Power Electronic Circuit Breaker (ECB) controller. It took me a couple lessons to understand its function — remember, I'm not a mechanic or engineer — but I have become a true believer in this arcane-sounding but important concept. Instead of a row of circuit breakers, all with electrical power traveling to and fro, the ECB provides modern solid state circuit control. This comes with numerous benefits that you can see in our earlier report, or in our video, or you read Vertical Power's technology overview. If you are home building or when you talk to a manufacturer, consider Vertical Power's hardware. As company owner Marc Ausman says, "Our main competition is the old way of doing things."

Elements are basic components of nature. As in our first two parts, I see Oshkosh Elements as worthy ideas other than airframes or engines. One such is World Aircraft Company‘s roller-bearing pull-out drawer instrument panel. Now, if you are like me and don’t spend a lot of time around your airplane with a wrench or soldering iron in your hands, you might not see why this is important. For panels with a collection of round instruments, maybe it isn’t as fetching an idea. Yet I’m willing to guess that nearly every mechanic who reads this or hears of World’s innovation is going to say, “Yes! Why hasn’t this been done before and why aren’t all instrument panels done this way?” Early this year, I watched while two avionics mechanics maneuvered around the instrument panel in a Flight Design CTLSi. Their task was to install ADS-B hardware to coordinate with the dual-screen Dynon SkyView that fills left and right bays of the instrument panel.

SD-1 Minisport: the First SLSA Single Seater?

By Dan Johnson || August 27, 2013 Leave a Comment (Edit)

MiniSport's nose cowl has a masculine appearance many pilots will love.

SD-1's interior somewhat resembles a fighter cockpit with controls close at hand left and right.

SkyCraft's team achieved a first (in my mind) by hauling their MiniSport inside EAA's press center ... minus wings, of course.

We looked at this airplane at AirVenture Oshkosh 2012 (video). At that time the Orem, Utah team presented their wood and composite airplane as a kit. In a year a lot changed and now SkyCraft is pushing ahead with plans for a Special LSA that will be delivered fully built for the modest price of $54,850. CEO Tyler Ives says the company is ready to declare compliance to ASTM standards and after they get a chance to prove that to FAA, the SD-1 Minisport might become the very first single seat Special Light-Sport Aircraft, a distinction that once earned will last forever. The only other candidate presently known is the Tecnam Snap aerobatic LSA. Given that Tecnam has achieved more LSA models than any other company, you should never count them out so the race is on to be the first-ever single seat SLSA. Many have lamented the high cost of LSA. What a number of pilots once thought (in 2004) would be a fleet of $50-60,000 airplanes have turned into a broad mix of 132 models ranging from a low end of $36,000 and $40,000 (yes, really!) to high end models that exceed $150,000, though such higher priced SLSA are commonly loaded with equipment no one anticipated back in '04. The average, if one could accurately calculate such a thing, is probably around $125,000. Now, let's be clear. Those '04 prices stated as $50-60,000 have become $62-74,000 in 2013 thanks to the effects of inflation. So an SLSA costing $54,850 like the Minisport is actually lower priced than many expected nine years ago. Magically reverse the effects of inflation and SD-1 might be priced at around $44,000. Of course, this is fanciful as the SD-1 Minisport only came to market a little over three years ago after seven years in development by Czech Republic designer Igor Spacek. What this time value of money message tries to communicate is that at $54,850 the little SkyCraft airplane is a fine bargain. To date, SkyCraft reports 25 aircraft flying mostly as kits in Europe; four are flying in USA. SD-1 Minisport is not a bare bones offering and SkyCraft offers some very customer-friendly specials. At the base price you get a dual ignition, fuel injected 50-horsepower Hirth F-23 two-stroke engine with a 1,000 hour TBO, however, the company will perform a free top-end overhaul at 500 hours. Their prop has a 600 hour overhaul point but when those hours are reached, SkyCraft is offering to replace the prop ... for free. No doubt these are unusual offers that will help sell more airplanes. Standard equipment is impressive: removable wings that pin the spars in the center section as do many sailplane designs; a Dynon SkyView 7-inch center-mounted digital instrument; a suite of MGL Avionics composed of four small round digital instruments; the new Dynon COM radio that automatically finds frequencies as you near airports; and, a genuine leather interior. SD-1 is day and night approved (the latter for those with a Private or better plus a Medical). Without additional cost you can choose either tri-gear or tailwheel configurations but they do not convert back and forth so choose wisely. The only options are a Mode S transponder, ballistic parachute, or custom trailer with wing racks that can be used for transport or rolling hangarage. The two-stroke Hirth is very miserly on fuel, burning just 1.8 gallons an hour at cruise which is about 118 mph (102 knots). SkyCraft personnel estimate this translates to $12 per hour of fuel and oil cost. With its 9.7 gallon front-of-instrument panel fuel tank, Minisport boasts a 575 mile range. The lightweight airplane can take off in 220 feet and land in 500 feet. SD-1's span is tiny, only 19.62 feet and its length is short (under 15 feet) but the airplane is roomy enough to fit a maximum pilot weight of 230 pounds and someone 6 foot 5 inches assuming average body proportions of torso to leg length. Most Americans will fit in the 20.5-inch wide cockpit. Empty weight is listed as 270 pounds with a 310 pound useful load for a gross weight of 580 pounds, which helps explain Minisport's solid performance on 50 horsepower: climb is 1,400 fpm. For those needing training, SkyCraft has modeled their aircraft in X-Plane to help familiarize new pilots with the panel and general flight characteristics. Later they'll list on their website a few two-place airplanes which have similar flight qualities. However, team SkyCraft say the little single placer has docile handling that most pilots should grasp in a few hours of flying. At this price and with a generous equipment list, SkyCraft is already selling airplanes.

Zenith Opens Its Hangar to Big Crowds

By Dan Johnson || August 23, 2013 Leave a Comment (Edit)

Zenith Aircraft Annual Open Hangar Day attracts a substantial crowd (photo from 2012).

Get a chance to compare Zenith aircraft face-to-face including factory built editions and those from hone builders.

We interrupt our series on Oshkosh Elements to highlight the upcoming Zenith Open Hangar Day. The event taking place on Saturday, September 21, 2013 is the company's 22nd annual such event and it draws a large crowd as you can see in last year's photo. Normally, one company opening its doors to customers and visitors is not big news but Zenith has done particularly well with their open house. For many recent years, Zenith has steadily been delivering kits at the rate of about 200 units per year, a volume most airframe makers would love to match and one that puts Zenith near the top of the list (if not the alphabet). It means the company has developed a large following and, when invited, they turn out. Given the focus on the Midwest LSA Expo at the beginning of September, one could say the Midwest will be active region for LSA and light kit enthusiasts. "This will be a fun and informal gathering of Zenith builders, flyers, and enthusiasts, with hands-on workshops and seminars, BBQ lunch, and more," wrote Zenith in their newsletter recently. A big part of the gathering involves seminars by Zenith factory experts and officials from vendors that supply builders. Zenith will offer presentations from Dynon, UL Power, Loehle Aero Coatings, Jabiru engines, flight training expert Ed Downs, and several others. "Starting on Friday afternoon (September 20), we're pleased to offer educational seminars with programs of interest to all, whether you're a new or existing Zenith builder, already flying your completed Zenith, or just interested in learning more about building and flying your very own airplane," explained Zenith. Sure, Oshkosh and Sun 'n Fun have plenty of forums, too, but these are 100% focused for Zenith builders. Naturally, Zenith Aircraft will have their own handsome factory demo aircraft on display including their newest Cruzer. Yet for many attendees, it is even more valuable to see several airplanes built and flown in by fellow Zenith builders. Plus, the networking potential is superb to talk to others building a similar model and perhaps finding someone close to your location who might help you at a stumbling point. "If you can't attend our Open Hangar Day this year, we encourage you to visit us on your own schedule, to meet with us, tour our factory, and go up for a demo flight in one of our aircraft. Also, we invite you to gain hands-on building experience at one of our monthly workshops held right in the factory." My wife and I were among those who stopped by when we passed through Missouri and were graciously shown around the factory. Led by boss Sebastien Heintz and with demo flights provided by high-time Zenith pilot Roger Dubbert, you'll be in great hands in Mexico ... Missouri, that is. Follow this link to Zenith Aircraft where you can conveniently find all our videos, news articles, and pilot reports. To get a good flavor for what to expect in September, check out this video from last year:

We interrupt our series on Oshkosh Elements to highlight the upcoming Zenith Open Hangar Day. The event taking place on Saturday, September 21, 2013 is the company’s 22nd annual such event and it draws a large crowd as you can see in last year’s photo. Normally, one company opening its doors to customers and visitors is not big news but Zenith has done particularly well with their open house. For many recent years, Zenith has steadily been delivering kits at the rate of about 200 units per year, a volume most airframe makers would love to match and one that puts Zenith near the top of the list (if not the alphabet). It means the company has developed a large following and, when invited, they turn out. Given the focus on the Midwest LSA Expo at the beginning of September, one could say the Midwest will be active region for LSA and light kit enthusiasts.

Oshkosh 2013 Elements: Groundloop-Proof Tailwheel

By Dan Johnson || August 23, 2013 2 Comments (Edit)

Elements are basic components of nature. As in our first part, I see Oshkosh Elements as fascinating ideas other than airframes or engines. One such worthy idea is Beringer's new anti-groundloop tailwheel. Before we talk about their innovation, though, let's take a quick glance at tailwheel design popularity. Cub-like models and other taildraggers account for more than 20% of the LSA fleet today. Tricycle gear may dominate but lots of pilots believe a tailwheel aircraft is the "proper" gear for an airplane with more machismo, more bush-capability, more aerodynamic efficiency (less drag) ... you name it, many pilots just love taildraggers. Tricycle gear pilots, however, not so much. The reason? Trigear landings tend to self correct regarding keeping the airplane straight on the runway. Tailwheel aircraft threaten the dreaded ground loop. Since this sounds — and can be — scary, lots of Cessna or Piper-trained pilots avoid flying taildraggers.

Several other reporters covered Beringer's press conference and reported on the company's tailwheel offering but none fully explained it, in my opinion. More importantly, no report I found showed the pilot's action to make this a functional component. I'll change that here, thanks to help from publicist Tim Kern, who assists Beringer. "Why is a taildragger unstable when taking off or landing," Tim asks? "When wind exerts a lateral push, pilot skill alone cannot always prevent the plane from doing a ground loop." Tailwheels tend to turn in the direction where force is applied and this can produce a ground looping tendency. That's why the famous P-51 Mustang has a pilot-lockable tailwheel. However, the Mustang, or any locked tailwheel, cannot be steered when locked; directional control comes solely from aerodynamics via the rudder surface. After seven years of work leading toward a patent, Beringer's (literal) family of engineers goes one better than Mustang. According to my fellow journalist Marino Boric writing for EAA, "Beringer's solution [is] a tail wheel incorporating a double-pivot mechanism. The rear pivot (see photos) is in line with the wheel axle for precise control [by eliminating the trail] on takeoff, landing, and taxiing turns; the forward pivot unlocks to allow full articulation when needed for turning tightly around a main wheel."

Another journalist, AIN's Matt Thurber, wrote: "On normal tailwheel designs, the pivot axis of a steerable tailwheel is offset from the wheel axis, and the distance between the two is called the trail (illustrated photo), according to engineer Claire Beringer. "When you increase this [trail], maneuverability increases but stability decreases." While pilots appreciate the trail feature that allows the tailwheel to pivot for improved ground handling, if there is a disturbance during landing, such as a crosswind gust, the force on the tailwheel tends to cause the wheel itself to [steer] just when it would be more helpful for the pilot if the wheel were to remain straight. "The [tailwheel] spring is not strong enough to retain the tailwheel in its axis," she said. With the wheel in the locked position, the wheel can't pivot but can still be used to steer a limited amount right or left. By pulling a cable in the cockpit (simulated by "A"), the pilot adds the trail to the tailwheel assembly, which can then pivot in any direction."

Summarizing then, aviation has three possibilities for taildraggers since the old tail skid: a tailwheel in fixed or locked position; the classic trailing, steerable tailwheel; and the new best choice: Beringer's no-trail innovation. With the latter, the pilot enjoys full movement while taxiing to the runway, sets the knob or lever (depending on how the kit builder or manufacturer implements this) to "lock" the tailwheel into limited steering for take off, and leaves it that way throughout landing. When ready to taxi back to parking, the pilot "unlocks" the tailwheel and again has broad steering control. Short of gross pilot error, Beringer's creation virtually eliminates the chance of the dreaded ground loop. Now pilots who grew up flying trigear airplanes can lose their fears and perhaps try a fun tailwheel aircraft design. Well done, Beringer!

Elements are basic components of nature. As in our first part, I see Oshkosh Elements as fascinating ideas other than airframes or engines. One such worthy idea is Beringer’s new anti-groundloop tailwheel. Before we talk about their innovation, though, let’s take a quick glance at tailwheel design popularity. Cub-like models and other taildraggers account for more than 20% of the LSA fleet today. Tricycle gear may dominate but lots of pilots believe a tailwheel aircraft is the “proper” gear for an airplane with more machismo, more bush-capability, more aerodynamic efficiency (less drag) … you name it, many pilots just love taildraggers. Tricycle gear pilots, however, not so much. The reason? Trigear landings tend to self correct regarding keeping the airplane straight on the runway. Tailwheel aircraft threaten the dreaded ground loop. Since this sounds — and can be — scary, lots of Cessna or Piper-trained pilots avoid flying taildraggers. Several other reporters covered Beringer‘s press conference and reported on the company’s tailwheel offering but none fully explained it, in my opinion.

Oshkosh 2013 Elements, Part 1: King Paul Mather

By Dan Johnson || August 21, 2013 Leave a Comment (Edit)

all photos courtesy Light Sport and Ultralight Flyer

Read my Breese pilot report (written before Breese achieved SLSA staus).

Crowds lined the Ultralight Area runway fence for close-up viewing while Paul Mather did more than 100 demo flights.

Elements are basic components of nature. I intend Oshkosh Elements to be great ideas that are not airframes or engines. I found a few activities or ideas worthy of inclusion in this multipart series. To begin, many folks understand various forms of competitions happen at these big shows. Many aircraft are judged for their building or restoring achievements. Others participate in races or airshow routines. And, of course, all vendors compete for the dollars of visitors. In another informal competition, aircraft vendors try to deliver lots of demonstration flights. I've heard tales about this for years. At AirVenture 2013, Progressive Aerodyne's Kerry Ritcher, designer and pilot extraordinaire of the SeaRey, told me about flying so many demo flights in 2012 that his team brought him sandwiches to wolf down in the airplane while they loaded another person in the passenger seat. He didn't even have time to get out for a stretch. We didn't discuss how he, ummm ... got rid of all the water he consumed. For AirVenture 2013, the demo king was surely M-Squared Aircraft's Paul Mather. A veteran of airshows, Paul often does this routine. Indeed, at Sun 'n Fun 2013, he was the preferred choice to take aloft Sun 'n Fun top dog, John "Lites" Leenhouts for his first flight in an "ultralight" or Light-Sport Aircraft. I've heard folks (like Kerry Ritcher above) talk about the number of demos they did all week long and 30-40-50 is a lot! Most don't do as many. Paul Mather reported "more than 100" in six days of Oshkosh this year. Hitting triple digits is, so far as I know, an all-time record. That's better than 16 per day, every day. Whew! "I put more than 14 hours on my plane this year," noted Paul. To reach such an impressive figure, Paul carefully metered his flights. Each was between five and six minutes long. Others who do demo flights often do longer flights, up to an hour, but Paul was on a mission to keep his airplane visibly in the air and to satisfy many requests. He flew several EAA volunteers as well as "kids" of all ages. His friend and airshow helper, bizjet pilot Kirk Hart, collected waiver signatures and tallied all the flights, telling Paul of the average of 5.5 minutes. "AirVenture 2013 was the best show I've had in years," said Paul. He flew prospective customers, charging them a modest fee (which helps qualify them), as well as taking people aloft for no-charge rides in return for their work in the Ultralight Area. "We actually covered the cost of our operations this year," noted Paul, identifying 90 flights as fee-based. The Ultralight Area changed rather dramatically with a new TSA fence and perimeter roadway but just as in Paradise City at Sun 'n Fun 2013, the new road was not the problem some anticipated; in fact, the asphalt roadway kept the area cleaner and gave it a more developed look. Paul was also complimentary of the volunteers in this area, saying, "They were all excellent, very helpful. It was the best experience I've ever had at Oshkosh." Sounds like congratulations are due all around and I'm unofficially and unscientifically proclaiming Paul Mather as the demo flight winner. All hail, King Paul!

Making a Plane in a Completely Different Way

By Dan Johnson || August 15, 2013 Leave a Comment (Edit)

The first MakerPlane example starts to take shape.

Extensive engineering has been done, and you can join the team, an excellent way to gain experience and/or to affect the final product.

Whew! AirVenture Oshkosh is history once again and I have plenty to report, plus we shot many new videos that will begin appearing. I still have more to post from earlier shows so no shortage of content on ByDanJohnson.com ... except ... you may have noticed a quiet period in the last few days. My trusty Mac' that labors for me 12 hours a day, seven days every week went to computer heaven toward the end of Oshkosh. I guess it was just exhausted and in truth, I needed a new model. So I've been out of action for a few days getting a zippy new laptop up and running. Meanwhile, a special thanks to fellow journalist, general good guy, and close friend, Jim Lawrence for his two photo essays on what he saw at OSH. ••• Secondly, I appreciate so many visitors for making July the best month we ever had, by far. Nearly 60,000 Unique Visitors came to ByDanJohnson.com! I'm pleased and rather overwhelmed at that volume of different people so let me express my gratitude to every one of you who clicked by for a visit. I like to say that I love what I do and I hope it shows. Yet it only works because you visit. So, THANKS! Now, I saw several things that I want to report on from Oshkosh, but arguably the most unique thing was what is called "Open Source Aviation." If you follow computer developments you probably know about Linux, the open source operating system, or Firefox, the open source free browser, and nearly everyone I know uses Wikipedia, the open source online encyclopedia. All are completely free and made immeasurably better by the involvement of hundreds or thousands of people who each contribute in some way to refine the product. Computerdom has many more examples of this, but I'd never seen it in aviation. Oh, some folks have given away plans they created for an airplane design. That's cool, but they did it by themselves or their team. They didn't open it up the way MakerPlane has done. I spoke with president John Nicol at Oshkosh and think I see (at least some of) what he's trying to accomplish. John and MakerPlane are starting with what they call the MakerPlane v1.0 LSA aircraft. The airplane's fuselage and wings will be made from composites and smaller pieces will be made with a 3D printer. They started work in late 2012 and expect to bring an example to AirVenture 2014. John blogs on the website, "What people see on our site is honestly the tip of the iceberg in terms of the efforts that are going on constantly behind the scenes to create and maintain the ongoing MakerPlane site and projects. Lots of emails flying back and forth, Google+ hangouts and conferences, private messages on the forums and sometimes packages being sent across the world with electronics and ideas!" MakerPlane is deploying all manner of Internet ideas including use of the Indiegogo funding methods, again, not the way aviation is typically done. Yet it isn't all about fundraising. The general idea is to make a plane that anyone could build using modern techniques. If you want to be involved with designing this new machine, the door stands wide open. Check MakerPlane's website for lots more info, or ... Watch John Nicol's explanation of the project and how you can get involved:

Icon Gets Its Weight Exemption

By Dan Johnson || July 29, 2013 Leave a Comment (Edit)

Important FAA-related message at end of this article.

Opening day at AirVenture Oshkosh 2013 and the very first announcement before exhibit spaces even opened was a press conference from Icon Aircraft. To a media-only group of perhaps 30 or 40 media personalities, CEO Kirk Hawkins began, "Is there anyone here who doesn't know what this about?" No one responded; everyone knew what the rumor mill had begun spewing. Icon is in good company. Even premiere new product secret-keeper, Apple Inc., has trouble announcing something that no one expected. Yet a few comments from the top gun at Icon were of special interest. One other observation first: it was a media event, but if even a single FAA person was in attendance, they were under cover. No FAA shirts or badges could be spotted. Thus Icon made their announcement without any active FAA participation.

Icon received Grant of Exemption No. 10829 for a weight increase with FAA stating,"The combined features and SRA (Spin Resistant Airframe) incorporated into the Icon A5 design ... are recognized by the FAA as significant safety enhancements." FAA also referenced that the agency felt an exemption was "in the public's interest." Kirk Hawkins added that his engineers "put safety ahead of arbitrary weight limits" and forged ahead with enhancements to include a more crashworthy cockpit, the airframe parachute (about which they'd already talked but with which the weight increase became more possible), and of course, the wing cuffs, "a synthesis of several known ideas put together in a way that finally worked" to provide a Part 23-worthy stall resistant airframe.

More structure on wings and tail was needed to achieve the SRA and that drove the request for weight exemption, Hawkins added. However, Icon said they do not plan to use all 1,680 pounds they could under the exemption. In their press conference, the company mentioned a target weight of 1,510 pounds, only 80 more than allowed for seaplanes without an exemption. These and other refinements mean that the price will rise from $139,000 (in 2009 dollars) to a starting price of $189,000 but you'll get more airplane in the form of the costlier fuel injected Rotax 912iS — and more fuel efficient — engine, a touchscreen Garmin 796, and night lighting.

The results: Icon will immediately increase the current effort to prepare for production. On a large projection screen they showed a handsome computer-imagery video of a production facility full of A5s being built. It's all animation but it was done with the style we've come to expect from the Southern California company. So, the exemption has been granted and at least three other companies told me within 15 minutes they will also prepare a request based on safety features (but see Update below). FAA may not grant them all — they may not be adequately prepared and documented — but the agency has to at least review them and in a period of budget constraint, these requests will surely take plenty of time and could consume time from FAA personnel. Despite such potential hiccups, Hawkins felt Icon's grant of exemption was a positive for the whole LSA industry and many, though not all, are inclined to agree.

Update 7/29/13 evening — At the LAMA board of directors meeting, FAA further clarified their approach with Icon.

"A weight increase was not a factor in granting Icon's request for exemption," a senior FAA executive told the board members. Instead, the agency "rewarded" Icon with a weight increase because they felt the company had achieved a highly stall resistant wing design to avoid the reason for 70% of fatalities, namely stall/spin. "Any company that addresses this [stall-resistant airframe] can also get the exemption but they must prove their solution." Such an aircraft must still meet all parameters of an LSA, specifically the stall speed, max speed ... everything except weight. "FAA would obviously love for all LSA to be stall resistant," because this could save lives. Requests for a weight allowance for parachutes, safety belt airbags, fire extinguishers and other safety gear are very unlikely to get a positive reply.

Beyond the weight increase, FAA allows 100 kilowatts (KW) of power or about 135 horsepower. However, this is a firm limit. Any LSA with more than 100 KW of power must remain a non-exempted LSA and cannot weigh more than the current 1,320 or 1,430 pound weights (600 and 650 kg). FAA also noted that a pilot with a Sport Pilot certificate could fly an exempted airplane up to 1,680 pounds with 135-hp and that a Light Sport Repairman could work on such an Light-Sport Aircraft.

Important FAA-related message at end of this article. Opening day at AirVenture Oshkosh 2013 and the very first announcement before exhibit spaces even opened was a press conference from Icon Aircraft. To a media-only group of perhaps 30 or 40 media personalities, CEO Kirk Hawkins began, “Is there anyone here who doesn’t know what this about?” No one responded; everyone knew what the rumor mill had begun spewing. Icon is in good company. Even premiere new product secret-keeper, Apple Inc., has trouble announcing something that no one expected. Yet a few comments from the top gun at Icon were of special interest. One other observation first: it was a media event, but if even a single FAA person was in attendance, they were under cover. No FAA shirts or badges could be spotted. Thus Icon made their announcement without any active FAA participation. Icon received Grant of Exemption No. 10829 for a weight increase with FAA stating,”The combined features and SRA (Spin Resistant Airframe) incorporated into the Icon A5 design … are recognized by the FAA as significant safety enhancements.” FAA also referenced that the agency felt an exemption was “in the public’s interest.” Kirk Hawkins added that his engineers “put safety ahead of arbitrary weight limits” and forged ahead with enhancements to include a more crashworthy cockpit, the airframe parachute (about which they’d already talked but with which the weight increase became more possible), and of course, the wing cuffs, “a synthesis of several known ideas put together in a way that finally worked” to provide a Part 23-worthy stall resistant airframe.

Avionics World: Changes for Your Panel

By Dan Johnson || July 26, 2013 Leave a Comment (Edit)

Dynon's Angle of Attack info comes standard with SkyView ... just add an AoA probe for $200.

Affectionately known to many pilots as the "hockey puck," Dual's XGPS 150 has evolved into the SkyPro 160 with more capabilities.

Icon's implementation of AoA technology uses the easy-to-understand instrument inset on left.

Dynon gathers little moss it appears. The SkyView builder has been upgrading software, releasing new products and now, the Woodinville, Washington company has acquired Advanced Flight Systems (AFS). Dynon said they did the acquisition, "... to use Dynon's financial strength to keep AFS strong and vibrant in the experimental community." It appears to be a pure financial move as the two companies will continue to operate with full autonomy, according to a Dynon FAQ series. • Another reason to buy a former "friendly competitor" is to get more deeply involved with Angle of Attack (AoA) indicators, which are causing a significant buzz. "AFS holds patents on Angle of Attack (AoA) technology and has long been a leader with AoA products," reported Dynon. As you'll read below, Icon is pushing the instrument and others are singing the praises of AoA, yet fighter aircraft and airliners have had the technology for years. It's really rather simple so it's surprising that last year GAMA lamented the challenges of certifying an AoA. The organization said FAA-approved AoAs cost $8,000 and they contrasted that to $800 on homebuilts. Dynon lowers the cost to only $200, mainly for a pitot probe as SkyView already has the software embedded. The popular LSA instrument maker offers a good explanation of AoA. Avionics aren't all built in the panel, as Dynon's good selling D1 portable unit proves. Dual Aviation is a key player in panel-top units which supply info to smartphones and iPads. However, the distinction between panel-top and in-panel blurs when companies like Tecnam install a mounted but removable iPad Mini in their new Astore LSA. Sportair USA's iCub also uses the Apple tablet as a central instrument. Dual recently announced their new XGPS160 SkyPro GPS Receiver. Compared to the older, slower XGPS150 unit, SkyPro boasts faster satellite signal acquisition, simultaneous U.S. and Russian GPS satellite reception, route recording, and position updates up to 10 times per second. XGPS160 connects wirelessly via Bluetooth to up to 5 devices, and its internal rechargeable battery lasts for 10 hours of continuous use. XGPS160 is shipping now, Dual said, and will be available for purchase at AirVenture priced at $150. "This WAAS GPS receiver works with all current EFB apps, including ForeFlight, Garmin Pilot and WingX Pro7. It is certified to work with all Apple iPad, iPhone and iPod touch devices, as well as with Bluetooth-enabled Android, OS X, and Microsoft Windows and Surface devices," said Greg Lukins, Vice President of Business Development at Dual. Based in Heathrow, Florida company Dual is a subsidiary of Korea's Namsung Corporation. A big pre-Oshkosh question: Will Icon get its weight increase? The situation is supposedly looking stronger for the southern California company as we reported earlier. If FAA grants an exemption, announcing the decision at Oshkosh makes sense and if so, it'll be smiles all around at Icon Aircraft. The company petitioned for 250 pounds additional to a gross weight of 1,680 pounds. While they anxiously await the final official word, the company has been active on the Angle of Attack instrument promotion, producing an informative video that you can watch below; it's a good primer on AoA. ••• Meanwhile, yet another city has announced they have a letter of intent for Icon to build airplanes in their town. According to the Vacaville Reporter, the city "has received a non-binding letter of intent from Icon Aircraft Inc. ... which plans to move forward on a plan to create a sport aircraft assembly and sales office in an existing 137,940 square foot building at ... the Nut Tree Airport." Vacaville, California is 50 miles northeast of San Francisco near Travis Air Force base, which is also home to the Jimmy Doolittle Air and Space Museum. The city reports having been in talks with Icon since 2011 though the company has visited several locations as it prepares to establish production. For a good explanation of Angle of Attack indicators, watch Icon's video on the subject:

Preparing for AirVenture Oshkosh 2013

By Dan Johnson || July 24, 2013 Leave a Comment (Edit)

WSJ CAPTION: "FLYING SHOTGUN: Dan McManus, who suffers from anxiety, and his service dog, Shadow, flew in a hang glider near Salt Lake City, Utah, Monday. The two have been flying together for about nine years." photo and caption appeared in the July 23, 2013 issue of the Wall Street Journal (circulation: about 2.4 million)

Recently, our good friends over at General Aviation News reported on the Bearhawk LSA. If you don't receive GA News' "The Pulse of Aviation," I urge you to sign up for it right now (it's free). Aviators are lucky to have several online news outlets — AVweb, ePilot, eBrief, and eHotline, plus some excellent news websites — but I always anticipate "The Pulse" as I've come to admire their speed and rely on their professional journalism. That said, in their recent article they used the phrase "Bearhawk LSA," no doubt as that's the way the Austin, Texas company described their model. This is a common error and is worth a short review. An aircraft is only a "LSA" if it has met all ASTM standards and been accepted by the FAA. An aircraft that meets all the parameters of an LSA (weight, speed, etc.) can be flown by someone with a Sport Pilot certificate, making it "Sport Pilot eligible," to use a phrase coined by EAA's Ron Wagner. Such an aircraft is often an Experimental Amateur Built (EAB) aircraft. This is the case with the Bearhawk. We're happy they fit this model variation to the LSA parameters so it can be flown by someone with a Sport Pilot certificate. However, it is not a LSA and cannot be used for instruction or rental. "Bearhawk LSA" has a good kit price and you can see more at Bearhawk's website at kit info. If you are one of the many thousands that get to attend AirVenture Oshkosh, I want to encourage you to swing by the new Light Aircraft Manufacturers Association (LAMA) display. No, this is not the LSA Mall as it has been for several years. LAMA is now moving inside, to Hangar D in spaces 4100-4101. Enter north or south, look for the center isle on the southern end of the building. In this location, I think you'll see some things of interest as LAMA attempts to help the LSA industry further spread the word about these light aircraft. Since full-sized aircraft never appear inside EAA cavernous display hangars, LAMA will use three visual presentations to show the industry's aircraft. • A slide show will review "20+ Reasons to Buy an LSA." • A video show will feature leading aircraft in flight and in detail. Yet the main attraction may be • a holographic display. My guess is you've never seen such a display at an airshow because I've never seen such a thing and I'm a airshow regular. Supported by Aviators Hot Line, LAMA will have this (apparently) first-ever presentation at AirVenture and my guess is you'll want to come by for a look. The LAMA booth will be staffed by folks from LAMA, the Sebring LSA Expo, the Midwest LSA Expo, and Powered Sport Flying magazine. These folks can help you find an LSA exhibitor anywhere on the grounds ... assuming you can pull yourself away from that holographic display. This last bit really isn't about flying a state-of-the-art Light-Sport Aircraft. As a hang glider pilot for more years than I care to count, I always tune in to news or photos about this exciting way to soar. I also love it when flying is presented positively in mainstream media. Yesterday's Wall Street Journal, which always has a worthy series in their "Photos of the Day" section, carried the photo nearby showing hang glider pilot Dan McManus and his service dog, Shadow. You can read the WSJ's caption for yourself but as a longtime hang glider pilot, I'd say this sort of flying might truly be a good way to combat anxiety (despite what non-hang glider pilots might think). As a dog lover, too, flying with man's best friend sounds quite special. I love the way Shadow appears to be suggesting a left turn while he keeps his eyes on the horizon. While I found this particular photo of interest, anyone who loves flying in any form should find whatever lifts their spirit at EAA AirVenture Oshkosh 2013. It sounds like plenty of news will occur and we hope to see you on site!

Recently, our good friends over at General Aviation News reported on the Bearhawk LSA. If you don’t receive GA News’ “The Pulse of Aviation,” I urge you to sign up for it right now (it’s free). Aviators are lucky to have several online news outlets — AVweb, ePilot, eBrief, and eHotline, plus some excellent news websites — but I always anticipate “The Pulse” as I’ve come to admire their speed and rely on their professional journalism. That said, in their recent article they used the phrase “Bearhawk LSA,” no doubt as that’s the way the Austin, Texas company described their model. This is a common error and is worth a short review. An aircraft is only a “LSA” if it has met all ASTM standards and been accepted by the FAA. An aircraft that meets all the parameters of an LSA (weight, speed, etc.) can be flown by someone with a Sport Pilot certificate, making it “Sport Pilot eligible,” to use a phrase coined by EAA’s Ron Wagner.

Super Duper Stroker from the S-Planes Company

By Dan Johnson || July 18, 2013 Leave a Comment (Edit)

Not Super Cub but Cub-S ... by Zlin

Cub-S with the Lycoming Titan Stroker IO-340 engine producing 180 horsepower.

Cub-S can be equipped with 31-inch Alaskan Bushwheels and 6-inch extended landing gear.

The go-up-faster competition in Light-Sport aviation just got more boisterous. SportairUSA loves their S-planes and they just announced a new one: Cub-S. Why do I call them the S-planes people? How about this? They sell the Sting, Sirius, Savage, Snap, and now Cub-S with the Titan Stroker IO-340 engine producing a whopping 180 horsepower. The company is SportairUSA, U.S. distributor for aircraft manufactured by Zlin Aviation of the Czech Republic and they plan to showcase their new Cub-S at AirVenture 2013. "Look for the SportairUSA site at #295 Knapp Road, located just off of Celebration Way, between the Lycoming display and the EAA Welcome Center, said the company publicist. Here's another company using Lycoming engines, a move we've increasingly seen in the last couple years, adding to Renegade, Arion Aircraft, and Tecnam. "With its best-in-category power-to-empty weight ratio of 4.74 pounds per horsepower (7.33 pounds per horsepower even at MTOW), the Cub-S climbs at up to 2,100 fpm," said Bill Canino of SportairUSA. He added that takeoff roll is 60 feet with one pilot or 81 feet fully loaded. Cruise speed is reported at 112 mph (97 knots) at 75% power, even when equipped with 31-inch Alaskan Bushwheels and 6-inch extended landing gear. "The Cub-S performs brilliantly in difficult, remote operations," said Canino. "Cub-S is a fun, safe, robust and easy-to-fly airplane, suitable for weekend escapes or for expeditions into the bush. This is a lot of airplane for less than $125,000." SportairUSA said the first two deliveries are scheduled for November of 2013. Pasquale Russo of Zlin Aviation explained, "Now you have choices. You can chase the $100 hamburger or you can land on the highest mountain slope, reach the most isolated snow covered village, fly in to that secluded fishing spot or pristine beach to spend the day or camp for a week." Zlin reported that Cub-S was the result of two years of study in the effort to build an LSA that optimizes off-runway operations. Cub-S tops the Zlin line, which also includes the Savage Bobber, Cub, iCub, Cruiser and Classic. Throttle up pilots, and see what two thousand feet per minutes feels like.

Weight Increase for Icon … Yes or No?

By Dan Johnson || July 18, 2013 Leave a Comment (Edit)

Icon's A5 extensively outfitted with tufts and a spin 'chute during testing of their wing cuffs.

If safety is truly enhanced by a weight exemption, does that offset the potential negatives of "changing the rules?"

Fact #1: EAA ArVenture Oshkosh is coming in mere days. Fact #2: In the world of politics (and for that matter in corporate communications), you announce good news to big crowds or at the beginning of the week and you bury bad news on a Friday afternoon when maybe no one is listening hoping they'll forget before a new week begins. So, if FAA may finally respond to Icon Aircraft's request for a 250-pound weight increase for their A5 LSA seaplane, Oshkosh would be a great place for FAA to announce it. The million-dollar question: Will FAA do this? And, what would it mean if the agency did announce it? My journalist friend, Al Marsh, over at AOPA just published a blog on this subject titled, "Why Icon will get its LSA weight exemption." If you have any problem finding Al's article go to AOPA's blog website and click the "Reporting Points" heading, then scroll down as needed. Al is a talented writer and handled this topic well, I think ... while — this is important! — calling his words "speculative." As he notes in his piece quoting me, I am very much of two minds on this. I like the way a weight increase could bolster the LSA sector by adding safety and perhaps yielding additional payload. A downside is this could require more powerful engines, which might increase costs and challenge airframes that were not fully prepared for heavier, more potent engines. Also, how fair is this to all those many producers who already designed to a set of rules that was limited to 1,320 or 1,430 pounds of gross weight (LSA landplanes and seaplanes, respectively)? Are those companies and aircraft now at a competitive disadvantage? Or is this a net pilot consumer benefit that allows a more capable airplane while still not demanding more than a Sport Pilot certificate? Note that additional training and an Angle of Attack indicator are allegedly part of what will be expected if a weight increase exemption is requested. Another big question: Can FAA handle additional requests for exemptions at a time when their budget is so constrained that the FAA Administrator says the agency cannot move forward with other long term projects like their NextGen program? Other companies are bound to step up and ask for an exemption and FAA is obliged to review and respond. So many questions. So few answers. It all sounds like a good reason to go to Oshkosh and hear whomever FAA may be financially able to send to make such an announcement ... if indeed one is coming. However, if Icon does get its weight increase, this might also speak positively about the chance for an exemption to allow electric motors on light airplanes or LSA (see our article about eSpyder for more). On whole, the exemption process allows our ponderous government to move more quickly than by laborious, time consuming, expensive rule making. That's something to celebrate, I think.

Electric Skyway — Flying GreenWing’s eSpyder

By Dan Johnson || July 18, 2013 Leave a Comment (Edit)

eSpyder and a another aircraft ... a great combo for a pilot wishing to learn more about electric aircraft.

My first electric flight ... finally! I'm told I'm the first journalist to fly the current iteration of eSpyder.

Yuneec gives way to GreenWing International for production but will continue providing the propulsion system. Motor, controller (behind small cooling fan), prop, batteries, and smart charging system are all Yuneec products.

Time to learn new stuff, pilots. GreenWing plans to show all new electric motor software and a new interface at AirVenture 2013.

Flying near Cable in Upland California, not far from Ontario airport. photo by Craig Payton

Tony Settember, my check-out pilot, runs Foothills Flying Club, a pilot-friendly organization at Cable Airport (KCCB).

From this view, eSpyder shows its Flightstar heritage, complete with appreciated BRS parachute.

I was a little nervous, I admit. Oh, I wasn't worried about flying the eSpyder as an airplane. Many years ago I logged plenty of hours in a Flightstar single place ultralight and this was essentially the same airplane. Except it wasn't identical; this one was powered by an electric motor and it's funny how that changes everything. Like most of you, I only have experience with gasoline engines (though I have logged many hours of soaring time with no engine whatsoever). So, I have the usual set of knowledge and reflexes about fuel consumption, engine noise, power settings, climb rates ... and the sounds of all these things. It's all different on an electric airplane. Much as I had awaited this opportunity, I found myself apprehensive about the new experience. I've had three two-stroke engines go silent on me and I simply didn't know exactly what to expect from an electric motor. Spoiler alert: I needn't have worried. I have access to an electric golf cart. That's a good place to start as it's quite similar, in sound and smoothness. Yet as with the golf cart and like many who contemplate buying an electric car — not a hybrid, but a pure, plug-in electric — I found myself taxiing to the runway at Cable Airport in California experiencing what experts call "range anxiety." How long before the batteries run out and the engine ... 'er, motor, stops? The numbers are all different. Fuel, or better said, energy is measured in volts. I was starting out with full tanks ... 'er, a full charge, at 74 volts. I had a handy checklist strapped to my left leg (see below) and I was trying to wrap my brain around the unfamiliar numbers. A full charge was 74 volts but at 58 volts the motor would shut down thanks to energy management and maintenance software. So, 74 is full and 58 is empty. Power settings refer to a value expressed in KW. I was to climb at 25 KW (about 32 horsepower) for no more than two minutes, although my check-out pilot Tony Settember assured me test pilots had flown eSpyder for an hour with the throttle wide open. Cruise climb is done at 18-20 KW and cruising is done at 10-12 KW. You use a regular throttle, except it feels more like a lever-operated rheostat (a volume knob, basically) with little resistance throughout its range. So, I realized that the "language" of electric propulsion is different. Like most pilots I'm used to checklists and I willingly paid attention to the one strapped on my left leg. Following is verbatim from the checklist for eSpyder N12XW: 1. Switch on (Left side of panel) 2. Plug in EMERGENCY SHUT-OFF (Left side on floor) 3. Switch off (Left side of panel) 4. Turn key ON Right side of panel (wait one minute) 5. Turn on screen (Button center bottom of screen) 6. Unlock throttle (Push green button on throttle in) 7. Pull CHUTE SAFETY PIN (Stow in safe place) 8. Fasten Safety Harness 9. Run Up Minimums: 25 KW, 67 Volts — Take off 73 Volts (not below 72 Volts) — Return to field 62 Volts — Land by 60 Volts — Motor cuts off at 58 Volts — 25 KW for 2 Minutes (Take off power) — 18 - 20 KW Climb power — 10 - 12 KW Cruise power To understand more about eSpyder powered by Yuneec, check out the various power component parts. eSpyder carries two Lithium-Ion battery packs that weigh about 150 pounds, according to Tony. The airplane has to be certified as Experimental Amateur Built in the USA for now, though Germans and other Europeans can use the new DULV certification to buy a ready-to-fly model. The good news is build time is well under 100 hours; it's primarily a bolt-together kit. So, save a little and learn more about your new electric airplane. GreenWing will market a fully built aircraft when FAA figures out how they'll handle these "new" powerplants. You see, when the SP/LSA regulations were issued way back in 2004, FAA didn't want turbine engines making their way onto LSA, so they specified reciprocating engines only. However, that lack of foresight left out the electric development. ASTM hashed out and finally passed a standard for electric propulsion so the industry is ready. The likeliest outcome is that FAA may issue an exemption. The agency can learn about electric propulsion in this way and hopefully a rule change will later allow electric airplanes. You can read all the eSpyder tech specs and more at GreenWing International's recently completed website. Cable airport (KCCB), according to longtime resident and Foothills Flying Club operator Tony Settember, has for decades been a family owned airfield, the largest such public use airport in the world, with some 400 airplanes calling it home. As we drove in, the place seemed surrounded by quarry pits, not the friendliest-looking location to someone who was thinking about engine- ... 'er, motor-out landings. As Tony patiently explained, the area is actually quite accommodating as those big pits have immense wide roads running around them for an easy landing should the need arise. As soon as I went aloft, I saw what he meant and I relaxed into the flight. To begin, I went right around the pattern and made a landing, just to assure myself. With light, gusting winds only a shallow angle off the runway, my landing went well, even though I allowed a bit of drift to carry me off the centerline. On that second take off after a touch and go, the voltage supply read 60 plus a decimal. Since the checklist shows "Return to field at 62 volts" my concern returned. I forced myself to recall Tony's excellent briefing when he said not to worry about this, that when you back off full power the voltage would rise again. It did and so I set off for yonder dam, flying a few miles north across several open-pit rock quarries that also function as part of the water percolation system for the area. Sure enough the voltage came back up a bit. Twelve minutes into the flight, the voltage read 66.33 and I kept an eye on it to realize that voltage dropped very slowly. Twenty-five minutes into the flight I still had 64 and a decimal, so I further relaxed my range anxiety. The little eSpyder was the charming ultralight-type airplane I recalled from my past and I thoroughly enjoyed the flight. I banked around the foothills near the dam and kept pulling the earcup away from my head to easily hear ground traffic while the prop purred at an 11 KW power setting. A low-pitched whine — not remotely like the high-pitch scream of a two-stroke — proved to my ears that the motor was actually working. Otherwise, the near-silence is golden. At a field where no radio communication was necessary, I'd ditch the headset and enjoy that amazing quietness, second only to an unpowered sailplane or hang glider. Yet it was reassuring that with a flick of the throttle, the purring intensified every so slightly and up we went. In all, eSpyder proved an addicting experience. I want more! I think many pilots should experience electric flight and it's here now, in GreenWing's eSpyder powered by Yuneec. I hope you can go to Oshkosh and visit the GreenWing gang (main display in spaces 406 & 417 or flying display in Ultralight 938).

I was a little nervous, I admit. Oh, I wasn’t worried about flying the eSpyder as an airplane. Many years ago I logged plenty of hours in a Flightstar single place ultralight and this was essentially the same airplane. Except it wasn’t identical; this one was powered by an electric motor and it’s funny how that changes everything. Like most of you, I only have experience with gasoline engines (though I have logged many hours of soaring time with no engine whatsoever). So, I have the usual set of knowledge and reflexes about fuel consumption, engine noise, power settings, climb rates … and the sounds of all these things. It’s all different on an electric airplane. Much as I had awaited this opportunity, I found myself apprehensive about the new experience. I’ve had three two-stroke engines go silent on me and I simply didn’t know exactly what to expect from an electric motor.

Tecnam Acquires Snap; Partners with SportairUSA

By Dan Johnson || July 10, 2013 Leave a Comment (Edit)

Snap! Crackle! Pop! It's not just for breakfast anymore. Among the vast array of light aircraft I am only aware of a few other single seat models ... Here's a U.S. example (video) and here's some European single seaters. None of these has yet gone through the process to become Special LSA but that might be changing now that Italian giant Tecnam acquired a, well ... snappy little bird with a catchy name. Tecnam already has the broadest number of models in the LSA space but just to be sure of keeping this title, the company recently announced their new low wing Astore and now they follow with Snap. Americans have seen Snap before, but Tecnam gives it much more market presence. Snap is a single seat, low wing, fixed landing gear aircraft with a high power-to-weight ratio and the capability to perform aerobatics with low operating costs. Its structure is welded 4130 steel mated to light alloy wings and tailplane. Snap's rudder and ailerons are made from composite carbon and glass as are the fuselage exterior and engine cowl. The lower tailcone is covered by fabric. With a maximum take off weight of just 950 pounds and powered by up to 130 horsepower, Snap certainly appears ready to perform.

Aimed specifically at aerobatic flight, Snap was designed and developed by Fabio Russo, who is now the head of research and development for Tecnam Aircraft. Tecnam recently acquired rights to the Snap and will manufacture the airplane at its facilities in Naples and Capua, Italy. SportairUSA, the American marketing and distribution company that introduced the Snap to the U.S. Light-Sport market, will continue as the American distributor, working in conjunction with Tecnam North America. "Bill Canino and Sportair USA have done a fantastic job together with Fabio Russo to bring this exciting project to the point where Tecnam wished to get involved in its full scale manufacture," clarified Phil Solomon, CEO of Tecnam's U.S. representative. "As the exclusive importer of Tecnam aircraft in North America the Snap will now come through Tecnam North America who will work closely with our partner Bill and Sportair USA to market it to American customers."

SportairUSA has been led by Bill Canino for many years and made a name as the importer of such well-liked models as the Sting and iCub. The company also sells seaplanes and performs a wide range of maintenance services from its home at the North Little Rock Municipal Airport (KORK). "Snap is fun to fly, competitive, and very inexpensive to own and operate compared to conventional aerobatic aircraft," observed Canino. He expects, "It will be certifiable as a production [or Special] Light-Sport (SLSA), Experimental Light-Sport (ELSA), or Experimental-Exhibition (EE)." Progress reports on testing and documentation of the airplane will be reported at the Snap website as new information becomes available. Snap's standard 9.2-gallon fuel tank is centrally located up front although Tecnam said, "It is possible to install an acro (header) tank below the main tank that allows the aircraft to perform inverted flight if the electronic injection engine and inverted oil system are installed." The company reported the standard engine is the 100-hp Rotax 912 but the fuel-injected 912is can be installed as well. "It is [also] possible to install a special Rotax 912-derived engine with an extra 23 horsepower where allowed (Experimental category only in the USA). "In competition or in practice Snap burns five gallons per hour of premium auto fuel and little-to-no oil, making it inexpensive to own and operate," noted Canino. Tecnam added, "Snap offers incredible performance and is easy to fly for anyone having a basic taildragger experience."

Snap! Crackle! Pop! It’s not just for breakfast anymore. Among the vast array of light aircraft I am only aware of a few other single seat models … Here’s a U.S. example (video) and here’s some European single seaters. None of these has yet gone through the process to become Special LSA but that might be changing now that Italian giant Tecnam acquired a, well … snappy little bird with a catchy name. Tecnam already has the broadest number of models in the LSA space but just to be sure of keeping this title, the company recently announced their new low wing Astore and now they follow with Snap. Americans have seen Snap before, but Tecnam gives it much more market presence. Snap is a single seat, low wing, fixed landing gear aircraft with a high power-to-weight ratio and the capability to perform aerobatics with low operating costs.

Dragonfly 912 Becomes Newest SLSA #132

By Dan Johnson || July 7, 2013 2 Comments (Edit)

You might not be in the market for a super slow flying aircraft like Dragonfly that stalls at less than 20 mph. You might not care that Ed Pittman took the lead winning Special LSA approval on behalf of Australian businessman and hang gliding pioneer Bill Moyes and American Dragonfly designer Bobby Bailey. However, as a longtime hang gliding enthusiast, I can attest on behalf of many who enjoy soaring flight in hang gliders that Dragonfly is a critically important aircraft. The unusual aircraft was purpose designed to tow a hang glider aloft so it can be released — commonly at 2,000-2,500 feet and often right in a column of thermal lift — to allow it to achieve soaring flight without the benefit of a mountain from which to launch. One of the most successful aerotug airparks, called Wallaby Ranch, is located a few miles south of Disney World in Florida. Wallaby owns and operates four Dragonfly aircraft and numerous others are in duty elsewhere around the country and globe.

Most everyone in light aviation is now aware that FAA is out conducting audits of LSA manufacturers, with particular attention to new manufacturers or existing manufacturers offering a new model. Last year, FAA issued more guidance — in the form of the catchily-named 8130.2G Chg 1 directive — that defines more about what is a new model or manufacturer. All this was working, albeit at the rather leisurely pace of two audits a month (which would take several years to go through all 90+ manufacturers of LSA), until the federal sequestration came along. With their budget cut, FAA pulled back on all kinds of activities, most notably closing control towers (since altered by congressional action) and charging airshows like Sun 'n Fun and AirVenture to operate towers during their events. With this in mind I asked Ed if Dragonfly powered by the Rotax 912 was considered a new model. Ed replied, "Yes, they treated it as a new model." Ed previously gained approval for a Rotax 582-powered Dragonfly but these two have differently worded Airworthiness Certificates. "Once again I didn't get the 'Special Team' (of several FAA auditors from Washington DC) due to budget constraints within the FAA." Perhaps because of the special duty of this low-speed LSA, Ed concluded, "I don't think they are very worried about the Dragonfly."

"We now offer Dragonfly 582 and Dragonfly 912 in both 80 and 100 horsepower models." He added, "We found a prop that generates 525 pounds of thrust on the 100-hp 912 which should satisfy most towing needs." He noted that this powerful thrust met technical specifications issued by Rotax Aircraft Engines and finished saying, "That's not easy to do with the ASTM requirements and props out there today. These props are made specially for our operation." I know Ed for many years through our mutual hang gliding interest and find him to be a serious, thorough person. The hang gliding community should be celebrating his accomplishment at gaining acceptance by FAA. An SLSA Dragonfly is available ready-to-fly for $67,222 for a 65-hp Rotax 582 model or $81,904 with 100-hp Rotax 912. An ELSA kit version of the latter is $66,964. You may want other accessories or services so check this page for all the details and then call Ed Pittman (530-945-1860 Pacific time) for delivery info.

Still Expanding LSA Seaplane Development

By Dan Johnson || July 1, 2013 Leave a Comment (Edit)

Plane & Pilot magazine LSA editor James Lawrence developed many pages about LSA aircraft for the newest issue. photo by James Lawrence

Redesigned Atol Avion Atol seaplane builds on a design with 20 years experience.

Central Texas-based Independent Aircraft reports it is developing a LSA seaplane called Sea Dragon Gen 2.

"Isn't it just a niche market?," asked a reader in a recent email. The query came after he read about a flurry of new seaplanes and the writer wondered if it could be worth all the investment pouring in to these projects. Development progress in this particular sector-within-a-sector (LSA seaplanes) seems to be far outdistancing development in other parts of the aviation world. So, are efforts to develop increasingly sophisticated LSA seaplanes economically justifiable? It's a worthy question. Another answer: "Well, why not?" An amphibious LSA seaplane can land on water or land, could fly as fast or nearly as fast as a land plane. They can look cleaner with gear that disappears. They already have another 110 pounds to work with (though admittedly much of that is needed simply to achieve an amphib seaplane and even that is not enough for all manufacturers). If you want an LSA, why not one that's more versatile? Whether the question is properly answered or not, it appears nothing will slow the development. I reported quite a flock of LSA seaplanes several weeks back. I've seen even more at Aero 2013. I'm also aware of new designs that I've agreed not to discuss. Among this furry of development are some extremely handsome, highly developed aircraft that may challenge even the most innovative land planes we see in the Light-Sport Aircraft sector. With this post I am showing an entirely new version of a seaplane that has been around for two decades, the Atol from Atol Aviation. "Our first flight will be in just few weeks and timewise we are not able to come [to AirVenture Oshkosh] this year," wrote Anssi Rekula. You may note the images accompanying this article are not of an actual aircraft. Anssi added, "At the moment the plane is in the paint shop and therefore [I cannot supply] fresh pictures from a real plane." If you want to follow this particular project, here's the project link. Of course, a primary downside of seaplanes is that they cost more than a similarly built land plane. They have more parts, need additional engineering skills (designing a boat hull represents another discipline beside aerodynamic engineering). They nearly always weigh more so they'll likely use more fuel. Some very beautiful land LSA — I think now of examples like Arion's sleek LS-1, but many others are available — that cost only 60-70% of a seaplane. Plus, a big consideration ... the newest seaplane designs have yet to prove themselves, as aircraft and in the marketplace. Many otherwise worthy aircraft designs simply never caught on with the majority of buyers and faded from view. Among the seaplanes in development that you probably haven't heard much about is one from Texas. The Dallas Business Journal recently wrote, "John Brown, CEO of Independent Aircraft, has been chasing the dream of creating an amphibious airplane for nine years." And see if the following line has a familiar ring to it. "After relocating Independent Aircraft to Denton in 2010, [Brown] said he's now a year away from having a fully functional aircraft that he calls the Sea Dragon Gen 2," wrote staff writer Nicholas Sakelaris. Nine years and still a year away. Amphib LSA seaplanes aren't simple creations but that sounds like a long time in engineering ... yet it isn't the only one with years of work behind it. Whatever the challenges, I am certain we'll see new entries including some that I've examined in confidentiality that are highly innovative. Along with already promoted designs like Icon's A5 and Lisa Akoya and current success stories like Progressive Aerodyne's SeaRey (the most recent Special LSA) and SeaMax, the flying boat sub-sector is rich with choices for consumers. As with LSA land planes, not all the news LSA seaplanes will be embraced by the market, but choice is always good and creative engineering solutions are fun to contemplate.

“Isn’t it just a niche market?,” asked a reader in a recent email. The query came after he read about a flurry of new seaplanes and the writer wondered if it could be worth all the investment pouring in to these projects. Development progress in this particular sector-within-a-sector (LSA seaplanes) seems to be far outdistancing development in other parts of the aviation world. So, are efforts to develop increasingly sophisticated LSA seaplanes economically justifiable? It’s a worthy question. Another answer: “Well, why not?” An amphibious LSA seaplane can land on water or land, could fly as fast or nearly as fast as a land plane. They can look cleaner with gear that disappears. They already have another 110 pounds to work with (though admittedly much of that is needed simply to achieve an amphib seaplane and even that is not enough for all manufacturers). If you want an LSA, why not one that’s more versatile?

New Manufacturer of Electric Aircraft

By Dan Johnson || June 27, 2013 2 Comments (Edit)

Once upon a time the light aircraft industry announced new manufacturers and models at the rate of two, three, or even more every month ...for several years. As with every maturing industry before, this torrid pace had to slow. Yet the party isn't over, far from it. Contrarily, I am aware of several new projects in the works and we all know of some (Icon, Terrafugia, Lisa among others) where companies have been working on their designs for some years but they have yet to secure FAA approval as a Light-Sport Aircraft. Neither has GreenWing International, a new company announced this week though that may change quickly enough.

"Yuneec International, a world leader in electric power systems, is proud to announce the formation of GreenWing International, [which is] entirely focused on bringing the revolution of electric power to the global general aviation market," announced company CEO Tian Yu. Enthusiasts following electric powered aircraft development first saw Yuneec's e430 at AirVenture 2009. The Jiangsu-based company (just north of Shanghai) is very big in electric-powered radio controlled aircraft; their gyro-stabilized RC helicopters have sold in large numbers. Yuneec will continue to focus on developing technologies for electric motors and power systems, but GreenWing said it will handle production of the eSpyder and e430 electric aircraft. Since the first flights of its electric powered planes in 2009, Yuneec has been advancing its electric propulsion technologies, and all GreenWing aircraft will be powered by Yuneec electric propulsion systems.

Since it showed the e430 four years ago, Yuneec acquired the design rights to the former Flightstar aircraft and has focused energy on the eSpyder, a pure electric light single seater. One and two seat varieties of Flightstar aircraft number about 1,000 aircraft and were sold all over the world. As GreenWing gears up to begin manufacturing the eSpyder its first major showing is this year's AirVenture Oshkosh. GreenWing said it will be bringing several eSpyder aircraft to AirVenture 2013 for ground and flight display. Both the single seat eSpyder and the two-seat e430 airplanes are nearing completion for initial production runs after undergoing extensive development and flight testing during the past year. GreenWing International can be found in spaces 406 & 417 at Oshkosh where the new company will provide additional news about their line of electric powered aircraft. A satellite booth in the Ultralight Area of AirVenture will be used for daily flying demonstrations of the eSpyder.

"This week we continue to fly the eSpyders as the last details are completed to get the most efficiency out of these remarkable planes," wrote Eric Bartsch, an American assisting the Shanghai company. "Recently we have had flights of more than an hour during our test program in California. I was flying one of the planes this morning and it is remarkable how quiet the powerplant is, and how different it is to hear all of the sounds from the cars, trucks, and equipment on the ground as you fly silently overhead." Eric related that recently his team on the ground was able to hear one of their test pilots talking in the cockpit as he flew past us after taking off. "The quietness, efficiency, and eco-friendly benefits of electric aviation are becoming a reality and we are proud to be part of the revolution with the eSpyder," he finished.

Once upon a time the light aircraft industry announced new manufacturers and models at the rate of two, three, or even more every month …for several years. As with every maturing industry before, this torrid pace had to slow. Yet the party isn’t over, far from it. Contrarily, I am aware of several new projects in the works and we all know of some (Icon, Terrafugia, Lisa among others) where companies have been working on their designs for some years but they have yet to secure FAA approval as a Light-Sport Aircraft. Neither has GreenWing International, a new company announced this week though that may change quickly enough. “Yuneec International, a world leader in electric power systems, is proud to announce the formation of GreenWing International, [which is] entirely focused on bringing the revolution of electric power to the global general aviation market,” announced company CEO Tian Yu. Enthusiasts following electric powered aircraft development first saw Yuneec’s e430 at AirVenture 2009.

Icon Aircraft Reports Being Fully Funded

By Dan Johnson || June 20, 2013 Leave a Comment (Edit)

See two video interviews about Icon's A5: general review and covering their spin resistant airframe work

First Icon Aircraft wowed aviation enthusiasts with its sleek and uniquely featured amphibious A5 LSA seaplane. Over the years the company reported collecting around 1,000 orders, a success story that even beats Cessna's Skycatcher. However, several years passed and the company did not enter production, although they reported a deal with Cirrus Aircraft to handle some fabrication duties. Perhaps all that changed now. The Southern California company announced that it raised its fourth and final round of funding totaling over $60 million. They'll use the funds to "complete production preparations, demonstrate regulatory compliance, [and] ramp up full-scale aircraft production." CEO and Founder of Icon Kirk Hawkins said, "For the first time in Icon's history, the company's future is no longer reliant on the whims of the capital markets, which have been highly unstable over the last five years." He identified that the new financing effort was led by a "multibillion-dollar conglomerate" strategic investor from China. The new financing "represents a minority, non-controlling interest in Icon which ensures [the] original mission and strategy remains completely intact." Hawkins said their A5 seaplane "will be U.S.-built, and the company will continue to be a U.S.-based, -led, and -managed organization." His language in the preceding statement may an effort to head off a significant outpouring of negative response such as Cessna received when the Wichita company reported the Skycatcher would be built in China. Icon sent a letter to A5 deposit holders about the new funding. Hawkins reportedly acknowledged the production delays of the A5 and thanked owners for their continued patience and enthusiasm. "Creating a great aircraft and a great company from scratch is an extraordinarily difficult task," added Hawkins. "Furthermore, financing such an endeavor is an order of magnitude harder than just creating it — and fundraising is particularly difficult for aviation startups. This has been a longer and more challenging journey than even we had anticipated; that said, Icon is now in a great place." The company's announcement about financing chose to make no mention of the company's weight increase exemption request. The company said the extra weight was needed to provide a spin resistant airframe.

Dual GPS Is More Than a Panel Top Gizmo

By Dan Johnson || June 18, 2013 Leave a Comment (Edit)

Affectionately known as the "puck," Dual's little XGPS150 started something big.

A GRT screen showing ADS-B traffic supplied by the XGPS170.

Aviation has embraced tablet computers like iPad to an extent no one would have imagined only three years ago. These devices are being used for far more than showing a sectional map or approach plates. In fact, with companies like Tecnam supplying Apple's iPad Mini as standard equipment in their new Astore LSA model, these tablets are serving as more than reference or information tools. They can now act as Primary Flight Displays. They can show weather and identify airborne traffic. I'm reasonably sure even the bright folks in Apple's engineering department never foresaw such a use, but their iPads can be seen all over the aviation spectrum. To make tablets like iPad or those running Android more functional, we began to rely on panel top devices. Tablets and smartphones weren't designed to work aboard aircraft. One early leader with panel top gear was Dual Electronics, which formed an aviation division to market their capability. First came the XGPS150. The smaller receiver was inexpensive, just $100, and pulls in a GPS signal and sends it via bluetooth to your smartphone or tablet. I've used it aloft and while bike riding or hiking and it works great. By the way, Dual has some cool audio gear for your car, too (such is the company's original product line). The physically larger model does a lot more and provides data to more than one device at a time. It captures ADS-B signals to gain weather and traffic plus GPS, selling originally for $799 although Dual was able to lower the price. Their website now promotes the XGPS170 for $699. I find it amazing to think that only a few years ago, when few pilots even knew what "ADS-B" meant, installations of the equipment were expected to cost tens of thousands of dollars. Only big iron would have them, many thought. Yet, market realities like iPad and Dual's receivers brought that stratospheric figure down so low that Light-Sport Aircraft and kit-built aircraft were some of the first to embrace these small pieces of equipment. The latest development is that Dual Electronics recently announced their XGPS170 + ADS-B Receiver will play nicely with panel mounted EFIS systems from GRT Avionics, providing ADS-B weather and traffic information to selected GRT instruments via USB. "Being able to connect the XGPS170 directly to the panel is a definite advantage to the pilot. The value of seeing critical weather and traffic information on the primary instruments is obvious, but the added reliability and simplicity of a wired connection gives additional peace of mind," said Greg Lukins, a pilot and vice president at Dual Electronics. Fortunately, your iPad or Android tablet won't be left out of the game. XGPS170 can simultaneously wirelessly deliver the same data to two Apple or Android tablets. Dual says XGPS170 is the most widely supported ADS-B receiver, working with a growing number of apps, including: AOPA FlyQ EFB, Avilution, Bendix King myWingMan EFB, Flight Guide iEFB, Hilton Software WingX Pro7 and Naviator.