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Rotax 912 iS Powerplant … Better than Predicted

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On a visit to Rotax near Wels, Austria in April this year, I was privileged to examine the immense Rotax engine factory and test facilities with executive Christian Mundigler. Taking a whole day from his many duties, Christian gave us a thorough tour of the many departments both non-aviation and for Rotax Aircraft Engines. In our discussions, I revealed that with about 5,500 hours logged, the majority of my flight time has been behind — or in front of — Rotax powerplants. I hadn't realized it myself, but after many years of flying nearly every ultralight aircraft and the majority of Light-Sport Aircraft for sale in the USA, my Rotax time now exceeds my Lycoming or Continental time ... with some hours for Jabiru, HKS, Hirth and a few others adding to the total. Most recently, I have been able to log more than 30 hours on the newest Rotax of all, the 912 iS. I have found it to offer significantly better fuel economy; I have been able to consistently burn less than four gallons per hour by slightly backing off max performance. The engine produces speeds of 120 knots, topping out the LSA category in the sleekest models (and it can give more speed in countries that allow in-flight adjustable props). When setting the 912 iS at just under 5000 rpm I see about 125 mph (about 110 knots) at lower altitudes, at which speed digital instruments calculate 30 miles per gallon. Since 1989, Rotax has sold more than 46,000 four stroke engines in the 912/914 family (80 to 115 horsepower); that's nearly 2,000 a year. The company says this fleet of four stroke engines has now logged more than 40 million flight hours — not even counting many more from the older two-stroke line* — and is presently adding five million flight hours every year. More than 220 aircraft manufacturers use two and four stroke Rotax aircraft engines supported by a worldwide network of Rotax authorized distributors and their service or repair centers with more than 150 sales outlets. While the 912 iS is essentially the same engine as the carbureted 912 ULS, it has seen numerous changes including fuel injection and computer controls. Running up an iS requires some procedural changes for those used to Lycoming or Continental engines. Instead of checking magnetos with small power drops (when operating on only one mag), you switch between "lanes" and generally see hardly any power drop though you do observe a momentary hesitation as the computer senses which lane was selected. In flight, rather than tach readings of 2200-2700, you use power settings of 4200-5500. Gone is any concern about carb icing. The mixture is idealized at any altitude, and generally maintenance is eased, for example, the old balancing of two carburetors is no longer needed. Every time I've asked the engine to start it has done so instantly though I should note I only operate in warmer climates. I don't start taxiing for takeoff until the engine reaches 120 degrees Celsius and you maintain power at 2000 rpm or higher. The computer checks the engine frequently and shows a light if something needs attention. It couldn't be much easier and using 91 octane auto gas, fuel costs about $15 per hour. For comparison, a Cessna 172 will cost roughly $35-50 per hour using 100 LL avgas. Rotax engineers have set the engines to run in what they call Eco mode (until 97% power is demanded). In common use, you'll only need "Power" mode in takeoff phase. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. They tried to keep all other factors constant: the same airframe, similar speed, the same atmospheric conditions and temperature, the same fuel volume, and even the same pilot. Most comparison was done in a Tecnam P92 Echo Classic. One series of tests used 60-minute flights with five minutes taxi out and five back plus 50 minutes of pattern training work (doing seven landings), which they called the "flight training scenario." The average burn was 2.65 gph. Over 260 hours of testing at a variety of altitudes consumption averaged 32.6% less (in a range of 26-36% lower consumption) burning an average 3.25 gph. In either mode, fuel use was substantially less at high altitudes. Rotax's test plane is lighter than the LSA I used so fuel use was a bit lower than what I typically see. I'll probably get better at maximizing fuel economy. However, even at my use experience in an airplane that weighs 280 pounds more, the 912 iS is simply excellent on fuel burn. That's more flying for less money ... and that's a great thing. * Rotax is no longer making some very successful two stroke engines described as 277, 377, 447, or 503. However, they continue to produce the 65-horsepower Rotax 582 and have sold more than 30,000 of this single model.

On a visit to Rotax near Wels, Austria in April this year, I was privileged to examine the immense Rotax engine factory and test facilities with executive Christian Mundigler. Taking a whole day from his many duties, Christian gave us a thorough tour of the many departments both non-aviation and for Rotax Aircraft Engines. In our discussions, I revealed that with about 5,500 hours logged, the majority of my flight time has been behind — or in front of — Rotax powerplants. I hadn’t realized it myself, but after many years of flying nearly every ultralight aircraft and the majority of Light-Sport Aircraft for sale in the USA, my Rotax time now exceeds my Lycoming or Continental time … with some hours for Jabiru, HKS, Hirth and a few others adding to the total. Most recently, I have been able to log more than 30 hours on the newest Rotax of all, the 912 iS.

Sophisticated LSA or “Mere Ultralight?”

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My friend John Lehotsky enjoyed a flight in a superbly equipped CTLSi with a full digital panel.

Quicksilver's Sport 2S is an easy-to-fly, easy-to-afford aircraft enjoyed by many airline pilots.

Airline pilot Jon Thornburg provides primary flight instruction in a GT 500 much like this one.

Jon relates the joy of simple flying, such as in the products of Quicksilver Aeronautics. all Quicksilver photos by James Lawrence

I recently flew with a friend who has some interest in learning to fly. After we got out of a Flight Design CTLSi equipped with dual Dynon 10-inch SkyView screens flanking a Garmin 796 — in all, an awesome amount of beautifully presented information — my friend sighed and made a statement that he could probably never do what I'd just done. We'd gone aloft and I pointed out to him the marvels of synthetic vision, ADS-B traffic and weather, direct-to navigation that would take us straight home and so much more. No wonder he felt completely overwhelmed. I didn't see it as overwhelming, of course. I delighted in all that easily accessed info and loved showing my friend just a few of the features available. However, on later reflection, I remembered the serious study that even an experienced pilot like myself had put into learning those magnificent digital instruments. Would my friend have been better served by experiencing aviation and the magical view from aloft had we flown, for example, an unassuming Quicksilver 2S? Would flying a "mere ultralight" have made flying seem more achievable and accessible? My friend has flown with an instructor in a hang glider so he would not be put off by the huge openness of the Quicksilver. He certainly would not have been intimidated by highly sophisticated instrumentation (it needs hardly any beyond a couple engine gauges). The landscape would have drifted underneath at what I call "human speed," a more leisurely pace that anyone can absorb. Cruising at 50 mph covers ground in a way that lets you take in the majesty of your surroundings in this lovely country of ours. I think it much more likely he would have thought, "Hey, I can do this!" He could also afford it much more comfortably than a $150,000 LSA that has every bell and whistle installed. A new Quicksilver can be created for $30,000. Recently, some communication brought another interesting perspective. The following words were written by a west coast friend, Jon Thornburgh ... a former military flight jock and Delta Air Lines pilot who has every rating in the books plus the credential to teach in pretty much anything that flies. Jon writes concisely and precisely, I think, and I believe you should read his view, remembering that he's flown the "big iron." Jon operates a Quicksilver GT500 "ultralight" and provides primary flight instruction in it. Jon wrote, "Even with my aviation experience, I learned a lot about flying when I got into ultralight flying. • I learned that an airplane will fly even if you don't have a single instrument on it. Wow! You can even fly without an airspeed indicator and altimeter. That would be heresy for a Cessna pilot to even consider. • I learned you can land on a farmer's field that doesn't have a two thousand foot paved strip complete with runway markings, windsock, and air traffic controller giving instructions. • I learned that you can bring your own tools when you fly and do some maintenance that will get you back home. • I learned that you can fly within FAA rules that contain only two pages (FAR 103) and not the 150 pages that a private pilot has to learn. Amazing enough, you can even fly safely without taking an FAA 'Knowledge Test.' "I learned that someone can learn to fly without an FAA flight test, without a specific number of flight training hours, without training 'under the hood' for instrument flying, and without flying at night. • I learned that you can land within 25 feet of a designated spot when the engine is at idle (for practice) or when the engine quits for real. I learned that you can do a 180-degree turn and land downwind back on the runway should the engine quit at 400 feet after takeoff. • I learned that an ultralight pilot can teach another person how to fly without a commercial-instrument-CFI rating. • Most importantly of all, I re-learned that flying is fun and not a task, with no firm requirement to fly + or - 10 knots, + or - 5 degrees, and + or - 100 feet throughout your flight, like you have to do on an FAA flight test. "So," Jon concluded, "ultralighting is not the bottom of aviation. In my opinion, it's the top and the best." Thanks, Jon! I've got to get my friend John up in an "ultralight" real soon. I'm betting the smile he had after the CTLSi flight can broaden even further.

I recently flew with a friend who has some interest in learning to fly. After we got out of a Flight Design CTLSi equipped with dual Dynon 10-inch SkyView screens flanking a Garmin 796 — in all, an awesome amount of beautifully presented information — my friend sighed and made a statement that he could probably never do what I’d just done. We’d gone aloft and I pointed out to him the marvels of synthetic vision, ADS-B traffic and weather, direct-to navigation that would take us straight home and so much more. No wonder he felt completely overwhelmed. I didn’t see it as overwhelming, of course. I delighted in all that easily accessed info and loved showing my friend just a few of the features available. However, on later reflection, I remembered the serious study that even an experienced pilot like myself had put into learning those magnificent digital instruments.

65 Years Later … Tecnam Astore Flies!

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Astore comes standard with an Apple iPad® mini on a swivel mount (arrow).

I just wrote about Van's Aircraft, a 41-year-old company that just came out with their first ready-to-fly airplane. Now I want to talk about a 65-year-old company and a 65-year old airplane design, Astore. First came a 1948 Astore. Recently the 2013 Astore — just unveiled to the public last month at the Aero show — took to the air on its first flight. The Italian company showed again that they can take one of Professor Luigi's new designs and achieve it in a remarkably short time. Head of Aircraft Design for Tecnam through the decades, Luigi Pascale will celebrate his 90th birthday later this year. As a young man he designed the first Astore and many more aircraft since. Yet this senior engineer seemingly doesn't need a rest. Company Managing Director Paolo Pascale said of his uncle, "He is enjoying the design work ... it keeps him alive!" Watch our video interview with Paolo to hear more about the new model. Tecnam's Astore is their all-new two-seat, low-wing, next-generation Light-Sport airplane celebrated as part of the company's 65th Anniversary. On May 27th, 2013 Tecnam test pilot Enzo De Blasio reported the newest model performed a flawless maiden flight. "Astore's behavior noted from taxi to landing includes really short ground roll radius and good feeling with the oleopneumatic shock absorber on nose gear," he reported. "Incredibly high elevator power during high speed roll and improved efficiency can be immediately recognized once airborne." He added, "All the promises of this wonderful, comfortable, quiet and fast aircraft are going to become true!" Astore's instrument panel incorporates an Apple iPad® mini that is supplied with each aircraft as standard equipment. Combined with Levil's G Mini and using its WiFi connection, iPad® Mini provides a full primary flight display using compatible third party applications such as Air Navigation Pro or similar. Additionally, Tecnam reports a pre-installed, dedicated app will compute the actual weight and balance, provide checklists, and include all the Pilot Operating Handbook sections. "Low operating costs are assured through Tecnam's close association with Rotax Aircraft Engines," added the company. Teaming up with the leading engine producer joined to an efficient airframe, Tecnam offers customers a choice: the proven carbureted Rotax 912ULS, fuel injected 912iS, or the turbocharged Rotax 914 engine ... any of which can work on mogas, avgas, or a mixture of either in any ratio.

I just wrote about Van’s Aircraft, a 41-year-old company that just came out with their first ready-to-fly airplane. Now I want to talk about a 65-year-old company and a 65-year old airplane design, Astore. First came a 1948 Astore. Recently the 2013 Astore — just unveiled to the public last month at the Aero show — took to the air on its first flight. The Italian company showed again that they can take one of Professor Luigi’s new designs and achieve it in a remarkably short time. Head of Aircraft Design for Tecnam through the decades, Luigi Pascale will celebrate his 90th birthday later this year. As a young man he designed the first Astore and many more aircraft since. Yet this senior engineer seemingly doesn’t need a rest. Company Managing Director Paolo Pascale said of his uncle, “He is enjoying the design work … it keeps him alive!” Watch our video interview with Paolo to hear more about the new model.

End of May 2013 LSA News Wrap

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This beautiful sunset photo is courtesy James Lawrence Photography

Single Seat Darling — Perhaps it's because we haven't had so many new SLSA offerings lately (though don't look away too long as more are definitely on the way!). Maybe it's because the new airplane is a single seater. Certainly we have not had many single seater SLSA ... well, none so far, but that, too, is going to change with the Snap aerobatic aircraft and the electric-powered Yuneec eSpyder working on SLSA approval as one-place airplanes. It could be the low price tag. No question that a price under $60,000 for a ready-to-fly Special LSA is attractive. However, I'm always amazed at conventional aviation magazines droning on about the "high cost" of LSA when, in fact, we have many aircraft offered at below $100,000, several below $80,000, and a handful for even less the new SD-1 Minisport (and the other low-priced LSA are all two seaters). Whatever the reason for aero outlets' great reporting on the Minisport, congratulations to the importers and producers of this fun-looking single place LSA. To hear more about their project, catch our video about the kit version shot at last year's Oshkosh. Note that SD-1 has not yet been accepted by FAA as an SLSA. Another Successful Pass — Minisport comes from — where else? — the Czech Republic, like so many of our Light-Sport Aircraft. An early arrival from that country and the very first to win FAA acceptance as an SLSA was Evektor. Now, midwest U.S. Sportstar and Harmony rep' Steve Minnich reported Evektor passed a recent FAA audit. This comes as no surprise because the company has also successfully been ISO-audited, EASA-audited, and LAMA-audited. Still, FAA apparently wanted to go see for themselves after more than 100 are flying in the USA. Steve wrote, "On May 16th, 2013 Evektor successfully passed FAA's audit at its production plant in Kunovice, Czech Republic. FAA focused on quality assurance in the manufacturing, design, maintenance and continued operational safety monitoring of Light-Sport airplanes." One interesting part of this visit is that two FAA men allowed a non-FAA person to accompany and observe. This first-ever occurrence may be part of FAA's written "Strategic Plan" issued August 7, 2012, which calls for industry to pick up this sort of duty at some point. Congratulations, Evektor! Tuning Up Customers — Taja Boscarol of Pipistrel manages the company's website and corporate communications, among other duties. For one, she gave my wife Randee and I a superb tour of their Slovenia factory last month. Her efforts to keep media informed about activities grabbed attention when Pipistrel announced their "Academy" at Aero 2013. Taja's father and Pipistrel CEO, Ivo Boscarol said, "Among our customers I often see aviation enthusiasts who decided to start flying after a friend took them for a flight in one of our aircraft. They order their Pipistrel aircraft before even starting to prepare for their pilot license. They are successful, busy professionals and we want to help them by offering an effective training program with high standards." Pipistrel is preparing online tools to help those new customers prepare for the pilot exam in any flight school worldwide. Saso Knez will head the Academy. Fly In to Summer — Zenith Aircraft has become well known for their highly successful fly-in events that attract large numbers of participants. The Mexico, Missouri company is doing it again on June 22nd. The company invites, "This informal grass-roots fly-in gathering is open to all aviation enthusiasts. Come visit the factory, see the new Zenith demo planes, and meet with fellow builders and pilots." The company also does a fall event that is more structured but in June, it's more laid back. Start off with the Fly-In / Drive In Breakfast at Riley's Roost. Beginning at 7 AM, hosts Glenn and Anita Riley invite Zenith builders and enthusiasts to their annual fly-in breakfast on June 22. You are invited to land at their great grass field northwest of Mexico but they caution, "Land at your own risk." Get more info on Zenith's event web page. Help FAA Know You're Flying — Each year, FAA surveys the flying population seeking information on aviation activity and aviation safety. The general aviation and professional flyer community responds but often, recreational aviation details are sparse. You can help change that. FAA hired an independent research firm called Tetra Tech which wrote, "The FAA's annual GA Survey is the only source of information on the general aviation fleet, the number of hours flown, and the ways people use general aviation aircraft. These data help to determine funding for infrastructure and service needs, assess the impact of regulatory changes, and measure aviation safety. The GA Survey is also used to prepare safety statistics and calculate the rate of accidents among general aviation aircraft." Tetra Tech added, "If you receive an invitation to complete the survey in the mail, it is important that you respond. Wounded Warrior Broken Wing — Renegade Light Sport announced their new Wounded Warrior program, which they dubbed the "Broken Wing" Project. Recently relocated to Fort Pierce airport in Florida, the company said, "We will introduce our injured military heroes to the freedom of flight using two specially designed and equipped SC07 Speed Cruisers." Speed Cruiser offers a low entry with wide door opening and has been fitted with hand controls. Renegade boss Doc' Bailey added that he "doesn't believe our warriors should be expected to pay a single penny to fly." He has been seeking corporate sponsors to take a student at a time to offer them a chance to learn to fly at Renegade's Flight Training Center. A former medevac helicopter pilot in the Army, Doc' insists that "having sacrificed for their nation these soldiers should be offered the opportunity to fully immerse themselves in the life-changing experience of flight without worry of financial obligation." Good for you Doc' and the Renegade team! See more on their Broken Wing project.

Single Seat Darling — Perhaps it’s because we haven’t had so many new SLSA offerings lately (though don’t look away too long as more are definitely on the way!). Maybe it’s because the new airplane is a single seater. Certainly we have not had many single seater SLSA … well, none so far, but that, too, is going to change with the Snap aerobatic aircraft and the electric-powered Yuneec eSpyder working on SLSA approval as one-place airplanes. It could be the low price tag. No question that a price under $60,000 for a ready-to-fly Special LSA is attractive. However, I’m always amazed at conventional aviation magazines droning on about the “high cost” of LSA when, in fact, we have many aircraft offered at below $100,000, several below $80,000, and a handful for even less the new SD-1 Minisport (and the other low-priced LSA are all two seaters).

Light Aircraft Weight … More or Less?

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A weight shift trike powered by an electric motor.

A very simple three axis airplane from Europe. America has several Part 103 aircraft available.

The Merlin Micro is a single seater that might qualify as a Sub-120 aircraft under ASTM standards being written.

Several aviation sources recently carried news about Icon Aircraft and their A5 LSA seaplane development. Icon Aircraft has been waiting — surely with increasing impatience — for FAA to answer their formal request for exemption to the Light-Sport Aircraft gross weight parameter. FAA normally replies in 120 days, however, more than a year passed and all that arrived was a request for more detail. One can imagine the cries of angst at Icon. Many have wondered when (or if) this handsome aircraft will go to market but if you were part of their leadership, what would you go into production with ... a 1,430-pound seaplane or one at the new requested weight of 1,680 pounds? Either way, what if FAA later changed their mind about an exemption they might grant. Recent news about the IRS makes us all aware government agencies don't always operate as we expect. What a vexing situation for Team Icon. Then ... as though from a different world, here comes Europe's Sub-120 kilogram class. These are very lightweight aircraft — 120 kilograms is 260 pounds — and this new sector was given life when Germany granted the new category relief from more onerous regulations used for larger, heavier aircraft. To compare, America's FAR Part 103 allows 254 pounds (115 kg) of empty weight. The U.S. rule does not count a stated amount of weight for an emergency airframe parachute or floats. Contrarily, German regulations require parachutes but do not allow any extra weight for such devices in Sub-120 aircraft. The two provisions define remarkably close maximum empty weights. Part 103 has been in effect in the United States for more than 30 years with a small but loyal population of pilots who enjoy flying these lightweight machines. In the U.S., no pilot license or medical is required, no N-numbers are needed, and the aircraft can be bought ready-to-fly, often for very low prices. It is the freest form of powered aviation in the country. See these videos for examples of Part 103 ultralights: Aerolite 103; or Firefly; or Backyard Flyer. Many other choices are also available. At the Aero 2013 meeting of the standards writing group, a new ASTM subcommittee was created to deal with a requirement that Sub-120 aircraft meet a standard. Why was this necessary? A German official, stated that while the German LBA wished to "deregulate" these Sub-120 kilogram aircraft, they would nonetheless have to meet some standard. I suppose that's the government way of not regulating in rule-oriented Germany, but at least it slightly relaxed their grip. The new committee is numbered F37.80 and will deal with "Air Sports Products." Similarly, in the USA our FAA refers to Part 103 flying machines as "ultralight vehicles" rather than "aircraft." So, Icon is asking for 250 pounds more (114 kg) to be added to the 1,430 pounds (650 kg) they're presently allowed, while a German industry group called DULV is working on a standard for aircraft weighing less than 260 pounds in total empty weight. Perhaps these dual requests illustrate the main message. Even though governments here and abroad are still very much involved in regulating aviation, they have stepped back a few inches (or centimeters) from complete control. When the FAA first released the Sport Pilot/Light-Sport Aircraft rule in 2004, it unleashed the most explosive pace of development aviation has ever seen, worldwide. More than 130 new aircraft models of every description came to market in only eight years. If the government, here and abroad, would step back another yard (meter) or two, who knows what might happen? Good luck to both Icon and DULV as they pursue their chance at greater aviation freedom.

Several aviation sources recently carried news about Icon Aircraft and their A5 LSA seaplane development. Icon Aircraft has been waiting — surely with increasing impatience — for FAA to answer their formal request for exemption to the Light-Sport Aircraft gross weight parameter. FAA normally replies in 120 days, however, more than a year passed and all that arrived was a request for more detail. One can imagine the cries of angst at Icon. Many have wondered when (or if) this handsome aircraft will go to market but if you were part of their leadership, what would you go into production with … a 1,430-pound seaplane or one at the new requested weight of 1,680 pounds? Either way, what if FAA later changed their mind about an exemption they might grant. Recent news about the IRS makes us all aware government agencies don’t always operate as we expect. What a vexing situation for Team Icon.

Summer’s Coming; Cool It, Fellow Pilots!

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Hear more details in our video on the FlyCool air conditioning in CTLS.

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America's northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it's now getting hot across much of the USA. That's great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you're on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun 'n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS. US Aviation rep, Scott Severen said, "We are seeing a 20 degree drop in less than 10 minutes on a 100 degree day" The FlyCool system is a 9,500 BTU per hour, all-electric system that fits in the right side baggage area of the CTLS (photo). US Aviation will perform installations at their sprawling Denton, Texas facility. Scott also noted that they plan to offer an option to pre-cool the CTLS during pre-flight by plugging the unit in to standard 110 volt current in the hangar." The hardware swallows up half of CTLS' baggage area, but small shelves behind each seat will suffice for short trips. The cost is less than $15,000 and takes about a week, he said. "Visitors at the show who experienced the system working were quite impressed by the volume of cool air moving through the cockpit vents between the seats," observed Severen. Flycool is an innovative, lightweight, very low-power-draw air conditioning system developed by Air Management Technology of Denver, Colorado. US Aviation is a major flight school and maintenance facility in central Texas that is super LSA-friendly. US Aviation has been a Rotax Service Center for many years employing six Rotax-trained, full-time A&P mechanics. In regular efforts by Severen over the past two years, the company has become an authorized repair representative for many of the top LSA brands. Adding to their other well-known companies, US Aviation recently announced taking this duty for Bristell USA. "Bristell audited the US Aviation facility and found the capability requirements and the proper tools and equipment necessary to perform authorized service including insurance and warranty service, along with avionics and BRS service," reported Barry Pruitt, President of Bristell USA. "They understand Light-Sport Aircraft. We are proud to partner with US Aviation in creating outstanding support for our customers in the central USA." We've posted ten more LSA videos: Super Petrel LS • Bush Cat • CubCrafters on Mead Floats • Belite amphib floats • Mosquito ultralight helicopter • Fisher kits review • Golden Avio F30 • Groppo Trail & Savannah • Aerotrek durability • and, the ready-to-fly Kolb Part 103 Firefly. We have many more still to come ... all for free. Happy viewing!

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America’s northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it’s now getting hot across much of the USA. That’s great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you’re on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun ‘n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS.

Renegade Open House; Phoenix Award; More Videos

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Crowds gathered at Renegade's new facility. Kids and adult kids enjoyed good food and spacious surroundings with several airplanes to examine and a full motion simulator to try.

Phoenix came away a winner in more ways than one. photo courtesy PhoenixAir USA, taken by Chris Warrington

Paradise City was a big hit in 2013; we captured many videos in this area.

Several Florida airports have been active during the recession in their efforts to pull new clients. We reported earlier such projects but went to visit one of these over the last weekend. Renegade Light Sport Aircraft had an open house staged in their gargantuan 71,000 square foot hangar and offices on the Fort Pierce airport. Perhaps 200 attended and enjoyed proprietor Doc' Bailey's expertise with the barbecue grill. Certainly the facility is mighty impressive as a base of operations. Besides vast square footage, climate controlled work areas are available as is a paint booth and drying kiln. Renegade will be some time filling this large space but Doc' reported a very special price offer with owner financing that compelled him to move from rented facilities in Missouri. Meanwhile we reviewed projects for the Lil' Rascal carbon fiber version of the Pitts S1 to plans for the first all-American-built Falcon. Several crates with Lycoming O-233 engines were no surprise as that's been a focus of this ambitious outfit. Best of luck in their hefty new quarters to Renegade. As we flew to Fort Pierce (south of Vero Beach, home to Piper ... a fact made obvious by a giant "Piper" logo atop the large hangar), we also flew by Melborne, Florida. This location is home to PhoenixAir USA and boss Jim Lee. He was pleased to report to us that his sleek motorglider "won the Sun n Fun Best Commercial LSA award this year." Jim also said his steady sales "have continued post-show, with three sales coming from folks we flew with at Sun 'n Fun!" Along with many others who exhibited or operated in the upgraded location, Jim added, "The Paradise City area was great, and the ability to fly during the show was invaluable." At Sun 'n Fun and again at Aero, I heard from many manufacturers or sellers that business in 2013 is already better than in all of 2012. Many attribute this to a rising stock market and home prices on the increase. Everyone was cautious about his trend continuing but when buyers' assets are growing a willingness to invest in new airplanes appears to follow. My collaborator at Lightsport and Ultralight Flyer continues a furious pace of posting new videos from Sun 'n Fun and Aero. You can now view seven new movies including our productions for Randall Fishman's ULS electric motorglider; news about a Rotax warranty offer; the Sam LS after its test flight; Renegade's Lil' Rascal project; the world-girdling, cross-country-flying Sling from The Airplane Factory; the ever-charming and extremely well priced Aerolite 103; and, a preview of the Midwest LSA Expo for 2013. Enjoy! Watch for many more videos still to come from Sun 'n Fun and Aero on our LSA Videos page. All videos are provided without cost.

Several Florida airports have been active during the recession in their efforts to pull new clients. We reported earlier such projects but went to visit one of these over the last weekend. Renegade Light Sport Aircraft had an open house staged in their gargantuan 71,000 square foot hangar and offices on the Fort Pierce airport. Perhaps 200 attended and enjoyed proprietor Doc’ Bailey’s expertise with the barbecue grill. Certainly the facility is mighty impressive as a base of operations. Besides vast square footage, climate controlled work areas are available as is a paint booth and drying kiln. Renegade will be some time filling this large space but Doc’ reported a very special price offer with owner financing that compelled him to move from rented facilities in Missouri. Meanwhile we reviewed projects for the Lil’ Rascal carbon fiber version of the Pitts S1 to plans for the first all-American-built Falcon.

Two More Videos You’ll Really Enjoy

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Here are two aircraft from sources thousands of miles apart. Likewise, the aircraft could hardly be more different yet each has something special about it. You'll want to catch both videos. We'll start with the one we flew: Just Aircraft's brilliant Highlander SuperSTOL. The company has delivered more than 300 Highlander kits making the side-by-side two seater a hit on its own. However, the design truly arrived with the SuperSTOL edition. You'll want to watch this fascinating video as lead designer Troy Woodland takes us all around this remarkable machine. Then go aloft with us as we feature cameras mounted on the wing, inside looking at a landing, and even on the tailwheel for a most unusual viewpoint. You'll get to see why people watched with rapt attention every time Troy landed the SuperSTOL at the Paradise City runway at Sun 'n Fun 2013. Talk about a fun airplane to fly ... you literally land with the joystick full aft from downwind in the pattern until those big-boy tires meet terra firma. Seeing is believing so come on along for the ride. Then a week later, we traveled 5,000 miles to Friedrichshafen, Germany to attend Aero and to watch the unveiling of the all-new Tecnam Astore. In sharp contrast to the bush-capable SuperSTOL above, Astore is a highly polished Light-Sport Aircraft from a leading manufacturer. Astore is Italian for Goshawk but the real reason for the name is that the manufacturer is celebrating its 65th anniversary. They named the 2013 Astore after the P48 model using the same name way back in, you guessed it, 1948. Astore uses the same wings as the company's popular Sierra and Bravo models but every other part is brand new. The interior is a thing of beauty and not just because it comes standard with an Apple mini iPad® on a swivel mount. Astore's interior is huge and the seats slide way back to make entry a step-in affair; no more stomping on the seats to enter this luxurious LSA. Baggage area is also spacious and a separate outside door makes loading easier. In our video we spoke with Tecnam's top boss, Paolo Pascale, who broke his usual tradition by consenting to our media interview. Hear how Astore completes the extensive Tecnam line. You can also explore our entire video library — closing on 300 videos, all free of charge — on our LSA Videos page. All videos are done in collaboration with Lightsport and Ultralight Flyer.

Here are two aircraft from sources thousands of miles apart. Likewise, the aircraft could hardly be more different yet each has something special about it. You’ll want to catch both videos. We’ll start with the one we flew: Just Aircraft’s brilliant Highlander SuperSTOL. The company has delivered more than 300 Highlander kits making the side-by-side two seater a hit on its own. However, the design truly arrived with the SuperSTOL edition. You’ll want to watch this fascinating video as lead designer Troy Woodland takes us all around this remarkable machine. Then go aloft with us as we feature cameras mounted on the wing, inside looking at a landing, and even on the tailwheel for a most unusual viewpoint. You’ll get to see why people watched with rapt attention every time Troy landed the SuperSTOL at the Paradise City runway at Sun ‘n Fun 2013. Talk about a fun airplane to fly … you literally land with the joystick full aft from downwind in the pattern until those big-boy tires meet terra firma.

Aero Friedrichshafen Video Bonanza

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A solar-panel-equipped Pegasus hangs above a display of several electric aircraft.

Conducting a rare interview with Paolo Pascale, the managing director of LSA giant, Tecnam, in front of their new Astore. See our video.

Lightsport and Ultralight Flyer had to arrive early in the morning to get this shot of the Fk 51 Mustang without a crowd around it.

Conducting an interview on the D-Motor that is preparing to go through ASTM standards approval. Some photos courtesy Lightsport and Ultralight Flyer

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That's more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun 'n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I'd like for you to understand how much effort that represents. I'd also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you'll see • Tecnam's aerobatic Snap • FlyEco's Diesel engine • FK 51 replica Mustang • Yuneec's electric-powered eSpyder • lightweight electric aircraft • Zlin's customizable Bobber • ICP's Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero's Bristell taildragger • Phoenix Air's electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650. You might better understand the work it takes to make a video by relating to major motion picture films from Hollywood or other movie making centers. You've probably seen "Making of ..." videos where the concepts, equipment, and tasks are explained in detail. Of course, Hollywood spends millions of dollars and often hundreds of man-hours for scenes that sometimes last just a few seconds. Naturally, my effort with Lightsport and Ultralight Flyer, which uploads to YouTube channel "UltralightNews" isn't the same as a big-budget Hollywood production. Nonetheless each video is no small effort and I'd like to give you just a glimpse. First you have to travel to where the action is, be it Sun 'n Fun in central Florida or a week later in southern Germany. Then you carry equipment and supplies for literally miles (or kilometers) at these big events to get to where airplane projects are being shown. Before shooting starts, you work with representatives that know their products and run through a routine to be used in video taping that is similar to live-studio productions ... that is, we coach the people being interviewed as to what they can expect and how to follow our lead. To save time and make the final production effort simpler, we try to keep editing to a minimum. These are not staged or scripted events and we work hard to avoid retakes. All interviews are essentially live action and we are grateful for those whose native language is not English as they participated. Honestly, though, all the above is the easy part. Once the video is captured much more is required. "Static" shots — those scenes you see while the interview continues on an audio track — are often shot early in the morning before crowds gather around new aircraft. Company video is secured to add action. After logging all the footage editing starts. This is at least a full day task for every one of the 10-minute videos you see here and on YouTube. Now that we have about 300 videos "in the can," we offer a library with the viewing-minutes equivalent of more than 33 full-length Hollywood movies. Believe me, we don't have Hollywood's multi-million dollar budgets nor do you pay anything to watch the videos. Thanks to all our subjects for their creative work designing airplanes and products and to Lightsport and Ultralight Flyer for the substantial post-production effort.

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That’s more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun ‘n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I’d like for you to understand how much effort that represents. I’d also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you’ll see • Tecnam’s aerobatic Snap • FlyEco’s Diesel engine • FK 51 replica Mustang • Yuneec’s electric-powered eSpyder • lightweight electric aircraft • Zlin’s customizable Bobber • ICP’s Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero’s Bristell taildragger • Phoenix Air’s electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650.

Finishing Four Amazing Days at Aero 2013

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Tecnam's new Astore commemorates the 65th anniversary of the company.

Sky Arrow now sports the fuel-injected Rotax 912 iS powerplant.

Tom Peghiny sits in the cockpit of the all-electric eSpyder now built and marketed by Yuneec International.

SkyLeader's sleek 600 model may soon become available for U.S. buyers.

As seaplanes rush for market space, the Avana Odonata is another we have not covered in previous articles.

Airplane Overload — Imagine a gymnasium, the full court kind where basketball is played. Imagine ten of them placed side by side. Big space, huh? Now imagine all of them filled to capacity with aircraft and airplane gear of every imaginable sort. Presto! You've got Aero Friedrichshafen. No wonder we go year after year (I think this was my tenth Aero and, for certain, I'm going again). In this wrap up post, I'll provide a few more views of this truly excellent event. Good as my reporting hopefully is, however, true-blue aviation enthusiasts owe it to themselves to make the trip to the southern edge of Germany for this outstanding (nearly) all-indoor aviation extravaganza. I can find so many good reasons to like Aero, I'm sure you'd be pleased if you attend. Final Facts and Videos — Aero Show Director Roland Bosch somehow made time in what must be an awesomely tight schedule to let us tape a video with him and his U.S. representative. The video will be up soon but here's a couple facts of interest. Aero had some 630 exhibitors. That is second or third only to NBAA and AirVenture. It is larger, by exhibitor count, than Sun 'n Fun or AOPA Summit. It is one of aviation's biggest events and is surely the biggest in Europe. This year drew more than 33,000 attendees, said Roland before he even had the full count of the final day. The four day event runs Wednesday through Saturday — a fact appreciated by every exhibitor who must race home to tend to business on Monday. Aero ceased doing an airshow as they realize that exhibitors and attendees don't need to be distracted by aerobatics; I heard no complaints as the majority are present to talk and examine aircraft and flight gear. In four fast-paced days, my video partner and I recorded more than 30 new videos at Aero 2013. Watch for these here and on YouTube once editing is completed. It's All About the Airplanes! — While the halls are big and comfortable, the food is great, weather is never a problem, and the surrounding area is picture-postcard beautiful, the main attraction at Aero is the airplanes. As we made our videos we focused on aircraft of all kinds that you can buy and fly in America, but we also reviewed ones you may never see but which were fun to examine. The accompanying photos represent a small handful of our subjects. For example, we did a whole-line review of the many LSA in Tecnam's growing fleet. The newest is the lovely and large Astore commemorating the company's 65th year in business. We also did a whole-line review of FK Lightplanes and TL Ultralights. I think you'll like them. We did a video on the new electric Evektor. They brought the EPOS merely to showcase the future but had no less than 10 requests to buy one. Available sooner will be the former Flightstar, now Yuneec eSpyder, which was able to boast earning German Type Certification. Watch for this exciting all-electric single seater to be available in the USA perhaps later this year for about $40,000 ready to fly, including a slick new panel displaying Yuneec's custom-built electric motor management software. More and More ... We got a look at the new Rotax 912 iS version of the Magnaghi SkyArrow. As you look at the nearby photo see if you can tell how the landing gear differs (surprise hint: this one has retractable gear). The model has other useful changes as well. We looked into the SkyLeader line. You may not recall this design but an earlier version has been in the USA for years as the Kappa KP-5. Now they've linked up with new U.S. representation and plan to bring in the new SkyLeader 600. The company has a full line of handsome airplanes one of which is a single seat model. Future articles will tell you more about single place aircraft at Aero and about the new 120-kilogram (264 pound) empty weight aircraft class that is emerging in Europe. Finally — for this article but we'll have more in the days to come — check out yet another good looking amphibious seaplane. No, this isn't Icon, or any of the others covered in a previous article. This is the Avana Odonata and she reportedly weighs a svelte 560 kilograms at maximum take off weight. That's just 1,232 pounds (which, BTW, was the original weight proposed for all Light-Sport Aircraft before the SP/LSA rule was released in 2004). As I bubble with excitement over the cool flock of airplanes I saw in Europe, I must add a disclaimer that not all these aircraft may be available in the USA and some won't ever make it to market or if they do, they may not succeed with buyers. Still, it was loads of fun to look them over and I'll keep reporting more in the days ahead. Click back soon!

Airplane Overload — Imagine a gymnasium, the full court kind where basketball is played. Imagine ten of them placed side by side. Big space, huh? Now imagine all of them filled to capacity with aircraft and airplane gear of every imaginable sort. Presto! You’ve got Aero Friedrichshafen. No wonder we go year after year (I think this was my tenth Aero and, for certain, I’m going again). In this wrap up post, I’ll provide a few more views of this truly excellent event. Good as my reporting hopefully is, however, true-blue aviation enthusiasts owe it to themselves to make the trip to the southern edge of Germany for this outstanding (nearly) all-indoor aviation extravaganza. I can find so many good reasons to like Aero, I’m sure you’d be pleased if you attend. Final Facts and Videos — Aero Show Director Roland Bosch somehow made time in what must be an awesomely tight schedule to let us tape a video with him and his U.S.

More Cool Stuff at Europe’s Aero 2013

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FK 51 70% Mustang drew crowds

Look closely. Can you see the rivets dimpling this Mustang replica's skin? Actually, you can't. (see next photos) The gap you see will be covered as soon as possible; the show deadline prevented doing so in time.

Looking at the upper wing, FK 51's rivets sure appear real. But as the yet-unmounted part shows, this is all fake ... a truly excellent fake.

German Gyro showed their Matto gyrocopter with a first-of-its kind emergency parachute system integrated into a wider than usual rotor mast.

Photo Galleries — Thanks to my good friend and LAMA Europe collaborator, Jan Fridrich, I offer this link to his many photos of Aero 2013. Photo legends are written in Czech language so few Yankees will be able to read them. As the old saying goes, "A picture is worth a thousand words" so Jan's photo review is worth hundreds of thousands. Enjoy and I'll add more in the days ahead. Meanwhile Thanks, Jan! • Aero is a special show for many reasons, but one of the best is that we can view so many airplanes we never see in the USA — and fascinating designs many of them are, indeed. UltralightNews YouTube channel and I are working hard to collect lots of videos including a quick tour of many airplanes you can't buy in the USA ... yet. Super Authentic P-51 Replica — Roland Hallam, the South African boss of light aircraft producer FK Lightplanes in Poland, showed us around the dazzling FK 51 Mustang project. First some of the impact points and then a bit about the incredible detail. Currently FK 51 is powered by the Rotax 912 that climbs so many of our Light-Sport Aircraft, however, they are talking about a somewhat more powerful engine to better approximate the performance of the original Merlin engine. With retractable gear and in-fight adjustable prop, this replica will fly faster than permitted under LSA rules but they plan a fixed gear, fixed pitch prop to stay within those guidelines. It will likely also be offered as an Experimental Amateur Built model. A Rotax 912 doesn't sound like the Merlin so a loudspeaker system built into the engine cowl adds audible authenticity. A series of six exhaust stacks per side are also fake but a genuine smoke system is built in to simulate emission of the appropriate smoke during the start of the huge engine that powered the World War II airplanes. The sound coordinates with the smoke for engine start-up, running, and shut down. Cool touches indeed. Incredible Detail — Sound and smoke are great but what literally blows the minds of those examining FK 51 is absolutely amazing attention to detail. Most '51 replicas simply cannot match the original Mustang on a rivet-for-rivet basis. FK 51 does! The "FK" in FK Lightplanes might stand for "fake" in their current replica or "classic" line but the work effort is certainly real. Roland notes just shy of 100,000 fake rivets molded into the composite skin of his 70% replica Mustang, which he assures is correct in the placement of each and every last rivet or screw head. You have to see FK 51 in person to appreciate the rivet-dimpled skin all achieved in carbon fiber but the accompanying pictures will try to give you the idea. You can see fiberglass on the back of the part (photo) yet it appears for all the world as a metal skin on the exterior (carbon fiber will replace the fiberglass in in FK 51's final iteration; glass was used as they hurried the example for exhibition here at Aero). You may be able to see this astonishing entry at AirVenture this year. If so, I bet you'll be as amazed as were Aero attendees. Parachute In Mast — The last item in today's post is a surprising entry of a gyroplane ... but it isn't about the aircraft, called Matto. Instead, my focus is on a first-of-its-kind emergency airframe parachute that is packed into a larger-than usual rotor mast. That's why our photo does not even show the aircraft. The company reported, "The mandatory rescue system in three-axis airplanes [required by German rules] ... does not need to be used in gyroplanes." They added that German authorities did not see it as possible to offer an engineering solution for gyrocopters to have a parachute but German Gyro boss Otto Strauss and his team believed differently. "In a proprietary solution, the parachute is stowed in the central pole of the rotor," said the company. A new rotor head with special roller bearings and an inner diameter of about 200 millimeters (just under eight inches) allows integration of the parachute and pyrotechnical device to extract the canopy above a spinning rotor. We'd like to see test videos but certainly the idea is intriguing and may be appreciated, especially given strong gyrocopter interest in Europe.

Photo Galleries — Thanks to my good friend and LAMA Europe collaborator, Jan Fridrich, I offer this link to his many photos of Aero 2013. Photo legends are written in Czech language so few Yankees will be able to read them. As the old saying goes, “A picture is worth a thousand words” so Jan’s photo review is worth hundreds of thousands. Enjoy and I’ll add more in the days ahead. Meanwhile Thanks, Jan! • Aero is a special show for many reasons, but one of the best is that we can view so many airplanes we never see in the USA — and fascinating designs many of them are, indeed. UltralightNews YouTube channel and I are working hard to collect lots of videos including a quick tour of many airplanes you can’t buy in the USA … yet. Super Authentic P-51 Replica — Roland Hallam, the South African boss of light aircraft producer FK Lightplanes in Poland, showed us around the dazzling FK 51 Mustang project.

Pre-Opening Glimpses at Aero 2013 in Germany

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Peter Funk poses besides his attention-getting modernized Bücker Jungmann 131 replica.

TL's new Stream on display at Aero 2013.

Not quite yet ... visitors will have to wait for the formal unveiling before they see all of Tecnam's new Astore.

Gyros like the Trixy Aviation 4-2 R are selling briskly and are available ready-to-fly in Europe and ... well, everywhere but America.

Excitement Amid the Chaos — If you've been to any show the day before it opens, you know what I mean by "chaos." With mere hours to go before the doors open to the public, it appears no hope exists to be ready in time. Weather in Europe — a lousy winter drags on inexorably, as it does in the northern U.S. — is preventing airplanes from arriving. Protective plastic still covers the carpets. Booth spaces, called "stands" in EuropeSpeak, are still being assembled. Everywhere you look, it seems a week's worth of work remains but Aero opens tomorrow morning as I write this. Fear not. I've seen this act before. Somehow, it gets done and no one is the wiser. As the frenetic pace quickens to a climax, I uncovered a few delights worthy of passing on before Aero truly gets under way. Here we go! Apple Event Magic? — Peter Funk (photo) may be the Steve Jobs of Aero. With German regularity, he pulls a rabbit from the top hat. Two years ago he wowed the crowd with his innovative LeMans. This year, he upped the ante, offering not one but two surprises. All ready for my camera was the FK 131, a modern replica of the 1930s Bücker Jungmann 131 biplane of the 1930s. Ten will be produced in cooperation with the father-and-son Czech company Podesva Air and perhaps no more will be made (a nearly sure way all ten will sell without having to commit more resources at present). Peter found the lightweight "A" model in an old book and passion tells the rest of the story. We'll have more on this fascinating project but the lighter-than-original reproduction will inevitably draw crowds. Meanwhile, check out more about the FK 131 on the American Bücker Pages website. Peter's other surprise is the FK 51, a composite P-51 replica that looks for all the world like metal, authentically shaped and even with fake rivets, yet made entirely of composite. Workers were still assembling the aircraft but wait until you see photos of this beauty! Gathering Stream — As Funk's Jungmann is a limited production — seemingly one of those ascendant ideas in the LSA industry — so is the TL Stream. U.S. importer of the TL brand Bill Canino says the tandem-seating Stream is intended to serve a narrower market than the Sting or Sirius from the same company. The airplane that somewhat resembles Jaro Dostal's Shark project, may do a European tour before possibly making an appearance at AirVenture. It may also entertain different engines and has some aerobatic promise. Nothing is certain yet, but the proof-of-concept up on a slim display mount looks terrific and appealing. TL is also showing a TL-3000 Sirius on amphibious floats. Astore Under Veil — In Tecnam's sprawling display space at Aero 2013, the fully aerobatic and single place Snap is prominently on display, now bearing the Italian company name. We've seen this design at Aero before plus prior and continuing import source Bill Canino (working in conjunction with Tecnam North America, said Phil Solomon) displayed Snap at AirVenture 2011. But the more mysterious part of the display is for the soon-to-be-unveiled Astore, a new Tecnam low wing entry in the LSA class. As the space is assembled we got a partial sneak peak of the aircraft helping to commemorate the company's 65th year in business. Tecnam had most of their extensive fleet assembled and appeared to be preparing for "a really, big shew" to borrow an opening line from oldtime TV host Ed Sullivan. We'll be present at Tecnam pulls back the curtain and provide a more complete look at their new model. Hot, hot, hot Gyros! — As we approach the ten-year mark since FAA first unleashed the game-changing SP/LSA rule on the aviation world, the agency still cannot make up their collective mind on how to handle Special LSA gyroplanes. Though part of the LSA panoply of aircraft types, this isolated community of rotorheads must still make do with kit-built aircraft in America. To call gyro enthusiasts who have put in time on ASTM committees preparing for SLSA gyros "frustrated" would be to dramatically understate their feeling. Meanwhile, in Europe, gyros are going great guns. One report claims more Rotax engines are bought by gryo producers than any other aircraft class. All seem to agree demand is strong and the sleek models several companies are showing endorses this position. One we looked at in an early media tour of the many halls of Aero was of the Trixy Aviation 4-2 R (photo). It would sure be interesting to see what happened if FAA ever got around to approving SLSA gyros ... but don't hold your breath rotor enthusiasts.

Excitement Amid the Chaos — If you’ve been to any show the day before it opens, you know what I mean by “chaos.” With mere hours to go before the doors open to the public, it appears no hope exists to be ready in time. Weather in Europe — a lousy winter drags on inexorably, as it does in the northern U.S. — is preventing airplanes from arriving. Protective plastic still covers the carpets. Booth spaces, called “stands” in EuropeSpeak, are still being assembled. Everywhere you look, it seems a week’s worth of work remains but Aero opens tomorrow morning as I write this. Fear not. I’ve seen this act before. Somehow, it gets done and no one is the wiser. As the frenetic pace quickens to a climax, I uncovered a few delights worthy of passing on before Aero truly gets under way. Here we go! Apple Event Magic? — Peter Funk (photo) may be the Steve Jobs of Aero.

Light Aircraft Flight Over the North Pole

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Matevz is again flying a Pipistrel Virus SW.

Loaded with long-distance flying gear and scientific equipment, the interior of this light aircraft looks very utilitarian. The Virus SW carries devices to measure the concentration of atmospheric black carbon (soot) in the air.

Matevz Lenarcic departed on his North Pole flight on Monday April 22nd.

Matevz Lenarcic is in the air again. Lenarcic is the daring pilot who has already flown around the world ... twice! Some pilots simply don't know when to rest on their earlier achievements. Indeed, today Matevz embarked on a solo flight over the North Pole in his specially configured light aircraft. His mission (besides an audacious long distance flight): recording black carbon readings over the Arctic. He'll cross much of Europe, pass over the North Pole, continue to Canada and return to Europe crossing the North Atlantic from Newfoundland to Ireland flying parallel to Lindberg's record flight from New York to Paris (map). He will capture the Arctic with aerial images and if you'd like to vicariously join his adventure, you can follow Matevz's North Pole flight. A biologist and photographer, Matevz is again flying a Pipistrel Virus SW that has won NASA's efficiency competition; the company pocketed prizes of more than one million dollars. With 4,000 hours in his logbook, Lenarcic has proved his abilities with two globe-girdling flights, one with a Pipistrel Virus SW in 2004 and one with a Sinus in 2012. "Legendary expeditions ... led to discovery of new trade routes that brought strategic and capital benefits," Lenarcic observed in a news release from Pipistrel. Modern expeditions benefit from improved research and technical instrumentation. Devices which weighed hundreds of pounds just a few years ago can now fit into fuel efficient, low cost, and nature-friendly light aircraft. Lenarcic expressed that the Arctic is an important generator of weather. Changes in polar ice can have a decisive impact on the speed and direction of ocean currents, which events can trigger globally-felt effects. Arctic expeditions are frequent; the North Polar region has been crossed on foot, on skis, with icebreakers, submarines, and aircraft. However, Matevz noted, "Light and Ultralight planes are still extremely rare in this part of the world. Despite the development of high performance ultralights no one has overflown the North Pole from one continent to another." Assuming his flight progresses as well as his prior circumnavigating attempts, he will bring light aircraft to the northern Arctic. On his flight Matevz will attempt to burn the smallest amount of fuel per distance flown. The project will attempt to show how light aircraft can be used to collect significant scientific climate data. His Pipistrel aircraft will carry a device developed by the company Aerosol, which measures the concentration of atmospheric black carbon (soot) in the air over the North Pole. Matevz reported that this has not been done before. To fulfill requirements of the North Pole flight, Pipistrel specially modified a Virus SW able to operate safely at low polar temperatures and high altitudes. Fuel consumption must remain at very low levels because some legs of the flight cover several thousand kilometers. This Virus SW can fly up to 160 knots yet slow to 43 knots. It was fitted with a wide range of avionics, navigation equipment, IFR systems, an auto-pilot, radios plus a second generator for redundancy. Bon voyage, Matevz!

Matevz Lenarcic is in the air again. Lenarcic is the daring pilot who has already flown around the world … twice! Some pilots simply don’t know when to rest on their earlier achievements. Indeed, today Matevz embarked on a solo flight over the North Pole in his specially configured light aircraft. His mission (besides an audacious long distance flight): recording black carbon readings over the Arctic. He’ll cross much of Europe, pass over the North Pole, continue to Canada and return to Europe crossing the North Atlantic from Newfoundland to Ireland flying parallel to Lindberg’s record flight from New York to Paris (map). He will capture the Arctic with aerial images and if you’d like to vicariously join his adventure, you can follow Matevz’s North Pole flight. A biologist and photographer, Matevz is again flying a Pipistrel Virus SW that has won NASA’s efficiency competition; the company pocketed prizes of more than one million dollars.

Bending the Air in the Dynamic SuperSTOL

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Just reported SuperStol empty weight at 720 pounds, yielding a useful load of 600 pounds. A kit is $36,500 or quick-build at under $40,000. When ready as a SLSA, SuperSTOL is expected at about $105,000 ready to fly.

This is the look that amazes everyone (and the airplane seems to love doing so). Two-section wing slats and Fowler flaps produce a stall speed of 28 knots and launches in as little as 150 feet. Watch our current video and look for a flying update soon.

Just Aircraft's Highlander series has sold 300 kits. The SuperSTOL landing gear and slatted wing is retrofittable to earlier models.

Escapade has trigear for those not ready for a taildragger. The company has sold more than 400 kits since 2002.

By all accounts — and none to the contrary (that I personally heard) — the "new and improved" Paradise City was an out-of-the-ballpark home run hit. On the final day of Sun 'n Fun 2013, John "Lites" Leenhouts gave his closing review. He noted attendance was up somewhat on Tuesday through Thursday and down a bit on other days, but he highlighted the great success that was Paradise City, the new permanent home of the LSA Mall. The area was chock full of exhibitors, up almost double from last year. Flying went on all day long as predicted, even during the main airshow. Twice I flew in on aircraft I was evaluating while watching aerobatic aircraft twist and turn over the main runway. I know of no accidents or incidents so major kudos to the 186-person-strong volunteer staff under area chairman Dave Piper's direction. They dealt with many new changes and nearly every detail appeared to go as planned. Many aircraft provided dozens of demo flights for prospective customers and other interested parties. In his closing remarks, Lites noted more than 600 operations (a takeoff or landing) from the Paradise City runway on the day prior; it must have run into several thousand for the week. An exotic mix of airplanes was smoothly handled with rotorcraft (both gyros and light helicopters), fixed wing, trikes, and motorgliders flying at the same time, without any apparent conflicts. Powered parachutes, paragliders, genuine Part 103 ultralights, and electric powered aircraft primarily flew during the morning and evening when winds were less active. Read an independent report in the Lakeland Ledger newspaper by journalist Jeremy Maready Among the most active aircraft was the Highlander SuperSTOL from Just Aircraft. Company leader Troy Woodland kept his distinctive aircraft flying nearly all day every day and he wowed the crowd with the aircraft's extraordinary takeoffs and landings. Hitching a ride was challenging as media reporters and prospective customers clamored for an experience aboard the unusual machine. I finally got my opportunity toward the end of the week and you'll be able to go along as we strapped video cameras all over the aircraft ... two in the cockpit, one on the wing strut, and a unique view from the tailwheel looking forward. Troy and I flew (yes, while the main airshow was smoking up the sky over Sun 'n Fun's main runway) and we did seven landings, mostly at nearby South Lakeland Airpark. The aircraft leaps off the ground as its automatically deploying two-section slats move forward at liftoff angle of attack. What is truly amazing is the landings. My senses seemed to be lying to me as we approached so steeply and slowly, the sensation felt closer to that of a helicopter. As we approached the long turf runway at South Lakeland, Troy established a high rate of descent with the stick fully aft — as far back as it could go, where it remained through touchdown. I felt I could walk as fast as we were moving across the ground just before the tailwheel first touched terra firma (it isn't truly walking speed, but it is very slow, perhaps no more than 25-30 mph). The large tires and the 20-inch stroke oleo strut handled every landing without the slightest rebound. A tailwheel with its own shock absorber helps (wait until you can see all this on the video!). Meanwhile, SuperSTOL behaves cooperatively with great roll authority down to 30 mph. It showed no tendency to drop a wing; clearly the articulating slats and huge elephant ear Fowler flaps make the short chord work exceptionally hard. On each takeoff Troy pushed on full power from the 100-hp Rotax 912 and moved the joystick to the instrument panel. The tail came up very quickly thanks to large tail surfaces. At level attitude, he relaxed the joystick and pulled on a bit more than one notch of flaps (while holding in the detent button). This causes the retracted slats to move forward and off we went. After accelerating on climbout the slats retract and we cruised around the pattern at about 90 mph. Smaller tires can be fitted without losing the fantastic shock absorbing effect and you can then see about a 100 mph cruise, Troy indicated. Here's perhaps the best part of all: While SuperSTOL looks gnarly and extreme sitting on the ground, it is a complete pussycat in the air, willingly doing the pilot's bidding and exhibiting uniformly gentle flight characteristics. A hearty congratulations to Troy and his team including partner Gary Schmitt.

By all accounts — and none to the contrary (that I personally heard) — the “new and improved” Paradise City was an out-of-the-ballpark home run hit. On the final day of Sun ‘n Fun 2013, John “Lites” Leenhouts gave his closing review. He noted attendance was up somewhat on Tuesday through Thursday and down a bit on other days, but he highlighted the great success that was Paradise City, the new permanent home of the LSA Mall. The area was chock full of exhibitors, up almost double from last year. Flying went on all day long as predicted, even during the main airshow. Twice I flew in on aircraft I was evaluating while watching aerobatic aircraft twist and turn over the main runway. I know of no accidents or incidents so major kudos to the 186-person-strong volunteer staff under area chairman Dave Piper’s direction. They dealt with many new changes and nearly every detail appeared to go as planned.

Zenith Unveils Smoother, Faster CH 750 Cruzer

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Zenith unveiled their newest ... CH 750 Cruzer.

Seen above is the popular, roomier CH 750 STOL, which complements the CH 701 that remains in production. Watch our CH 750 video.

At Sun 'n Fun 2013, big kit manufacturer Zenith Aircraft debuted their new CH 750 Cruzer. Is it truly something new under the Sun ('n Fun)? Zenith said, "While influenced by its well-known STOL predecessors — STOL CH 701 "Sky Jeep," CH 750, and four-seat CH 801 sport utility aircraft — the CH 750 Cruzer is an all-new design." Company president Sebastien Heintz observed that many customers do not need off-airport capability or extreme STOL (short take-off and landing) performance so his team optimized the new design for cruise and more conventional hard-surface airports while yet retaining the popular enlarged cabin features of the STOL CH 750. Zenith's new Cruzer 750 sports a brand-new airfoil with a single streamlined strut. The empennage is also new with a symmetrical stabilizer and a shortened horizontal tail span. The vertical tail features a fin and rudder replacing the traditional all-moving vertical tail design of the STOL series. Not needing big tires for rough fields, Cruzer has smaller 5.00 x 5 aircraft wheels and new wheel fairings. The instrument panel of the new design is also wider and more conventional than the STOL CH 750. The earlier model has a narrower instrument panel to improve forward visibility in extreme nose-high attitudes associated with STOL flying. Sebastien flew the new Cruzer 1,000 miles from the factory in Mexico, Missouri. The speedier '750 is powered by a UL350iS 130-hp fuel-injected engine from UL-Power. It also boasts the latest Dynon SkyView glass panel display system. The Cruzer on display at Sun 'n Fun weighs 780 pounds yielding a useful load of 540 pounds at a LSA gross weight of 1,320 pounds. The company reports cruise speed is 118 mph (103 knots), rate of climb is 1,200 fpm, and stall speed is 39 mph (34 knots). Existing firewall-forward engine packages are readily available for the Continental O-200, Rotax 912 series, Viking (Honda), Jabiru, and Corvair engines. Component kits are scheduled for delivery starting in May 2013.

At Sun ‘n Fun 2013, big kit manufacturer Zenith Aircraft debuted their new CH 750 Cruzer. Is it truly something new under the Sun (‘n Fun)? Zenith said, “While influenced by its well-known STOL predecessors — STOL CH 701 “Sky Jeep,” CH 750, and four-seat CH 801 sport utility aircraft — the CH 750 Cruzer is an all-new design.” Company president Sebastien Heintz observed that many customers do not need off-airport capability or extreme STOL (short take-off and landing) performance so his team optimized the new design for cruise and more conventional hard-surface airports while yet retaining the popular enlarged cabin features of the STOL CH 750. Zenith‘s new Cruzer 750 sports a brand-new airfoil with a single streamlined strut. The empennage is also new with a symmetrical stabilizer and a shortened horizontal tail span. The vertical tail features a fin and rudder replacing the traditional all-moving vertical tail design of the STOL series.

Pre-Sun ‘n Fun 2013 LSA News Wrap

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Mike Zidziunas — or as everyone calls him, "Mike Z" — (seated) and student Greg Slimko pose beside a Breezer LSA.

Zhang Changyi stands on the wing of a Sting S4 LSA at his impressively large aircraft supermarket on the outskirts of Beijing. photos courtesy France 24 and The Australian.

CORRECTION 4/10/13 — Due to a misinterpretation of Just Aircraft's recent news release I must update an earlier report. The company did indeed take its 300th order but it was for all versions of the Highlander model, not just the SuperSTOL. At Sun 'n Fun 2013, company leader Troy Woodland confirmed very strong interest in the STOL model and expects around 60 orders in the first year since it was introduced. The big plus of my conversation with Troy is an impending flight in the remarkable-flying SuperSTOL, which I will report as soon as possible. Amazing SuperSTOL! — We've got a few news items as we head to Sun 'n Fun where lots more will emerge. One of the big pre-show items was news from kit and SLSA producer Just Aircraft who reported the number 300 order for its Highlander. On a visit en route to Oshkosh last summer we stopped to visit the company and saw the SuperSTOL design taking final form. That's only eight months ago and Just Aircraft has since reported keen interest. With its two-section, slatted wing, the Highlander can cruise at 110 mph, land at 32 mph and take off or rollout in only 150 feet (and we've seen them prove it). Landing gear with long strut shocks can handle aggressive landings off-airport. Combined with large Fowler flaps SuperSTOL can be flown at extremely high angles of attack permitting it to land in very small or inclined clearings. We were quite impressed with both the factory and this new airplane but clearly it flipped a switch for plenty of others, too. The Walhalla, South Carolina company reported steadily selling three kits a month last summer and that's a healthy performance in the midst of an economic downturn (or pretty much anytime for that matter) but their SuperSTOL has substantially increased business activity since our visit. In an interesting sidebar, the company notes that all existing Highlanders can be retrofitted with the new folding SuperSTOL wing. The Highlander SuperSTOL can be configured as a taildragger or nosewheel aircraft (though why you'd want the latter is beyond me). Check out more details in this video but hearty congratulations to Just Aircraft for their inspirational work! Beringer Upgrades Wheels & Brakes — You may not know the brand but Beringer is a formidable producer in Europe. Their specialty is wheels and brakes (image). "Beringer announced a new two-piece lightweight six-inch main wheel and brake assembly for LSA and other very light aircraft, featuring greater strength, lighter weight, and longer brake-pad life than ever," said company president, Gilbert Beringer. The new wheel assembly is 6.3 ounces lighter than even the lightweight three-piece Beringer predecessor; and its static load is increased, for aircraft rated up to 1,870 pounds. Brake pad life projection has been upgraded to 1,500 cycles, for further savings in cost and downtime. The SL wheel assembly is available now at $598 plus shipping. Email their U.S. agent for more info or call 708-667-7891. Cushy Seats for CubCrafters — CubCrafters announced availability of new Oregon Aero seat cushion systems for their LSA models: Carbon Cub SS, Sport Cub S2 and Carbon Cub EX. CubCrafters said the new cushions are an entirely new design from Oregon Aero, intended exclusively for CubCrafters' LSA models. Oregon Aero COO, Tony Erickson, said, "These new systems embody the sum of our substantial experience of maximizing pilot and passenger comfort. The design shifts the hips, pelvis and back into proper position while the visco-elastic foam distributes weight evenly and eliminates hot spots." Customers can order cushions in black leather or fabric. Buyers of new LSA aircraft may select the new seats as an option and current owners may upgrade their front seat by returning it to CubCrafters. They can purchase aft seat cushion upgrades separately. Phil Lockwood Explains Everything Rotax — Phil Lockwood's Rotax Aircraft Engine Forums are some the best attended talks at major airshows. At Sun 'n Fun 2013, visitors can hear Phil Lockwood speak about the Rotax two-stroke engine on Wednesday, April 10th, 2013 at 10:00 AM to 11:15. The forum will be held in the new Paradise City area on the southeast of Sun 'n Fun. Phil will inform listeners about fuels, specifically about the use of 100 LL avgas or ethanol mogas plus he will cover which oil products have proven well in company evaluations. The next day, Thursday, April 11th from 10:00 to 11:15 , he'll discuss the Rotax 9-series of four-stroke engine on also in Paradise City. In the second talk Phil will present the comparison test his company has been running on an AirCam where they installed a carburetor 912 ULS on one side and a fuel-injected Rotax 912 iS on the other. No one else has this info. Lockwood Aircraft Supply said it is the number one Rotax service center in North America. Mike Z is "The Man" — Lots of LSA folks have come to know Mike Z one of three ways: He's the Breezer importer; he was given the honorary title of "Ambassador" for his efforts to bring pilots to the Bahamas on several occasions; and, more recently, Mike Z moved his operation from Plant City to Lakeland Linder airport. In fact, he operates his aircraft sales and service business plus a very active flight school right on the campus of Sun 'n Fun, occupying one of the organization's hangars. His most recent accomplishment? He earned Inspection Authorization privleges. Many other top mechanics also have this credential, but Mike's path is unique. He started with his Light Sport Repairmen-Maintenance rating, and then proceeded to get his A&P license, the first to do so from the LSA ranks, he reported. Now in another first, his full mechanical title is LSRM A&P IA. (Thank God FAA loves to abbreviate everything.) Congratulations, Mike Z! China Starts to Embrace LSA — A Chinese aircraft dealership operated by Zhang Changyi opened recently in a cluster of buildings surrounded by farmland on the edge of the capital of Beijing, offering several Light-Sport Aircraft including the Sting and Pipistrel models. It was reported, "Zhang hopes to profit from the growing ranks of wealthy Chinese aspiring to own private aircraft." He may be onto something even while the government slowly decides how to open the airspace. "We've sold three aircraft in the last four days," he said during a visit when he showed reporters a warehouse filled with gliders, LSA, and helicopters. Apparently, it is a target rich environment despite very modest airplane ownership at present. State media reported only 150 such aircraft registered in 2011, despite an estimated one million millionaires as a result of the nation's economic boom. Zhang said his customers can fly inside a 2.5-mile area surrounding the airport — run by a Beijing flying club — at heights of up to 500 meters (1,650 feet), thanks to an agreement with the local Air Force base. While we welcome Chinese aviators to the ranks, the report ought to make you thankful you live in a free country.

CORRECTION 4/10/13 — Due to a misinterpretation of Just Aircraft’s recent news release I must update an earlier report. The company did indeed take its 300th order but it was for all versions of the Highlander model, not just the SuperSTOL. At Sun ‘n Fun 2013, company leader Troy Woodland confirmed very strong interest in the STOL model and expects around 60 orders in the first year since it was introduced. The big plus of my conversation with Troy is an impending flight in the remarkable-flying SuperSTOL, which I will report as soon as possible. Amazing SuperSTOL! — We’ve got a few news items as we head to Sun ‘n Fun where lots more will emerge. One of the big pre-show items was news from kit and SLSA producer Just Aircraft who reported the number 300 order for its Highlander. On a visit en route to Oshkosh last summer we stopped to visit the company and saw the SuperSTOL design taking final form.

Pilot Demographics for LSA Enthusiasts?

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Thanks to a credible survey effort at Sebring 2013, we have some demographic information that is difficult to obtain. We also found out how Sebring Expo's 20,000 LSA enthusiast attendees felt about the event. On Friday and Saturday, TouchPoll South Florida used six iPad stations to survey 540 respondents, a sample size yielding a 95% confidence factor. TouchPoll reported that only fully completed surveys were used to collect data on 25 questions, which they said took three minutes to complete. The starting question will surprise few with 74% of respondents between the ages of 42 and 71; the biggest single decadelong age group was 62-71 years of age at 32%, again not particularly surprising. However, one unexpected fact was that nearly 23% of respondents were female (perhaps attending with a male but nonetheless willing to participate in the survey). Another revelation was that the largest single income group was $50,000 and under at about 21% although 46% reported incomes north of $100,000. A third of respondents filled in the middle ground of income. Those with university bachelors degrees or better composed 52% of the total. How surveyed people found out about Sebring was all over the map with the largest component (38%) being returning visitors. First time visitors mostly credited good, old reliable word-of-mouth. Those motivated by websites and trade publications accounted for a fifth each. Now, here's a surprise: first-year attendees numbered the biggest group, an impressive 40% with those in their second or third year at another third. So, of nine Sebring shows, 73% are relatively new to the event. Only 6% have been attending since the first years. Two-thirds came by themselves or with one other person, though 28% were in a group of 3-5 persons. Most planned a one day stay (67%) so they didn't require overnight accommodations. More than 91% came to Sebring without any children 18 years or under, a clear message about how well aviation is reaching out to youth. An aviation-active state, Florida understandably dominated at 65%. While 35% came from other states around the U.S. — and including 6% international visitors — Sebring is rather clearly a regional show so other events like the Midwest LSA Expo and the Rocky Mountain LSA Expo can help serve other regions. An important question relates to the number of pilots among those surveyed and the answer is 67%. Of those, Private Pilots were 65%, Commercial 23% and more than 20% hold a Sport Pilot Certificate. Those presently owning an airplane was also substantial at 67%. Some 12% planned to come and buy. Extrapolating that to total attendance, we're talking well over 2,000 potential aircraft buyers. No wonder the LSA industry flocks to this show. Those coming to look at accessory items they want to buy accounted for 38%, or more than 7,000 potential buyers. By the way, 82% of those attending are not in the aviation business; 29% are retired. How did respondents like Sebring Expo 2013? Very well, I'd say, with 41% calling it "Excellent" (the top rating), and 49% calling it "Good," for a 90% positive evaluation. Only 3% found it just "Fair." The choices were five levels plus "Too early to tell." Many left comments that will help the Sebring Airport Authority and leaders like Jana Filip further improve the Sebring U.S. Sport Aviation Expo as it plans the 10th Annual event for 2014. Thanks to Sebring for providing this useful information. For more on Expo and to see news and other items of interest all year long, go to the Sebring Expo website.

Thanks to a credible survey effort at Sebring 2013, we have some demographic information that is difficult to obtain. We also found out how Sebring Expo’s 20,000 LSA enthusiast attendees felt about the event. On Friday and Saturday, TouchPoll South Florida used six iPad stations to survey 540 respondents, a sample size yielding a 95% confidence factor. TouchPoll reported that only fully completed surveys were used to collect data on 25 questions, which they said took three minutes to complete. The starting question will surprise few with 74% of respondents between the ages of 42 and 71; the biggest single decadelong age group was 62-71 years of age at 32%, again not particularly surprising. However, one unexpected fact was that nearly 23% of respondents were female (perhaps attending with a male but nonetheless willing to participate in the survey). Another revelation was that the largest single income group was $50,000 and under at about 21% although 46% reported incomes north of $100,000.

Electric Avenue Widens; Evektor Motorplane Flies

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Typically tidy is the electric installation by Evektor engineers. The electric motor is nearly the smallest component.

An "engine" is a machine distinguished from an electric, spring-driven, or hydraulic motor by its use of a fuel, by which most mean gasoline or diesel fuel. An electric powerplant is often referred to as a motor to make it distinct although "motor" is defined as a device that converts any form of energy into mechanical output, which would include engines. Without fretting over the definition, Evektor flew their new "motorplane" (my word) recently and this post presents our view of this accomplishment. We've reported several electric aircraft projects, for example, Yuneec's Spyder and their larger e430 mentioned in my full-length article on electric aircraft. We've also covered Randall Fishman's ULS (which will be on display in the LSA Mall at Sun 'n Fun) and several others. To read all our 37 articles of coverage, type "electric aircraft" in the Full-text Search box on our Search page. However, one thing we have not seen is a fairly stock Light-Sport Aircraft adapted to electric power ... until EPOS. Evektor EPOS stands for "Electric POwered Small aircraft" and the design made its first flight from the Kunovice airport in the Czech Republic on March 28, 2013 flown by factory pilot, Radek Surý. He made two flights that day, one of ten minutes and another of 30 minutes. Evektor reported that EPOS is powered by a Rotex RE X90-7 50-kW electric motor, equivalent to a 68 horsepower combustion engine. (Rotex is not affiliated with Rotax Aircraft Engines.) "I perceive a close parallel with the automotive industry. In that field, electromobility also struggles for its place on the market, which it deserves, but in doing so it must overcome a number of technical problems. I am convinced that the range of potential electric driven sport aircraft is very wide," said the manager of the EPOS project, Martin Dr|tička. "Now we have to pass through the period of tests and improvement of technical parameters which will enable us to achieve our goal: a fully operational sport aircraft powered by an electric motor," said Evektor Managing Director, Václav Zajíc. The company added that the experimental operation of the SportStar EPOS was done in cooperation with the Czech Light Aircraft Association. Evektor said the objective is to develop an aircraft which can be used both by private customers, as well as flight schools as a suitable aircraft for initial pilot training. The EPOS project is made possible through financial support of the Technology Agency of the Czech Republic. People attending Aero Friedrichshafen in Germany from April 24-27, 2013 will be able to see EPOS on display. The first flight video appears below. To read all our 37 articles of coverage on ByDanJohnson.com type "electric aircraft" in the Full-text Search box on our Search page.

An “engine” is a machine distinguished from an electric, spring-driven, or hydraulic motor by its use of a fuel, by which most mean gasoline or diesel fuel. An electric powerplant is often referred to as a motor to make it distinct although “motor” is defined as a device that converts any form of energy into mechanical output, which would include engines. Without fretting over the definition, Evektor flew their new “motorplane” (my word) recently and this post presents our view of this accomplishment. We’ve reported several electric aircraft projects, for example, Yuneec’s Spyder and their larger e430 mentioned in my full-length article on electric aircraft. We’ve also covered Randall Fishman’s ULS (which will be on display in the LSA Mall at Sun ‘n Fun) and several others. To read all our 37 articles of coverage, type “electric aircraft” in the Full-text Search box on our Search page.

Garmin Team X on a LSA Development Tear

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Better prices and better features from avionics leader Garmin.

Team X is a dedicated group of pilot and airplane builders working separately at Garmin to create new gear for LSA and Amateur Built aircraft. Read about each team member.

Lighter weight and lower cost make autopilots more approachable for LSA and light aircraft.

Next month, in April 2013, the Light-Sport Aircraft industry celebrates an anniversary. It will be the eighth year since the first Special LSA approval was granted by an FAA Designated Airworthiness Representative in 2005. Evektor's Sportstar was first, followed hours later by the Flight Design CT and then an amazing outpouring of innovation now stretching to 131 SLSA models approved. That's better than four brand new aircraft every quarter for 32 straight quarters; worldwide aviation's never seen anything like it. Most of the early brand names in the industry were new, at least to Americans. Yet along the way, some famous aviation names joined the party. We've seen entries from Piper, Cirrus, Cessna, Lycoming, Sensenich, and Wipaire Floats plus the major member organizations embraced Light-Sport in their own way. One multibillion dollar company to serve the sport and recreation community has been Garmin. Much more than an aviation powerhouse, Garmin makes products for automobiles, boats, and more. Recently, they stepped up their game even further by forming "Team X," a small group of Garmin engineers working apart from the rest of the avionics staff. Garmin says these guys "understand what it's like to scrimp and save for the right radio, and what it's like to place the last rivet in a wing." Their mission: to create new products specifically for the LSA and Amateur Built communities. In the tradition of electronic devices that remarkably get better and less expensive at the same time, Garmin recently lowered prices on their G3X series. Get more info on that here. Garmin's digital skunk works just introduced a bevy of products you might love. "These new products are designed by our dedicated experimental engineering team, many of whom are pilots and homebuilders," said Garmin vice president of aviation sales and marketing, Carl Wolf. "We're bringing unprecedented technology and capability to the amateur-built and Light Sport aircraft market at a remarkably affordable price." To the one, two, or three screen G3X, Garmin now adds an integrated autopilot. Although LSA enthusiasts may not have envisioned such systems eight years ago, prices have come way down and many LSA have embraced them. Weight also came down, evidenced by Garmin's 1.4 pound GSA 28 "smart" autopilot servo. The servo shows its intelligence when it "automatically trims the aircraft to constantly keep it in trim." Team X also introduced the GMC 305 autopilot control panel, a dedicated autopilot user interface that delivers airspeed hold among other features. A two-axis autopilot will be available in May for $1,500 and the control panel is $750. Icon has been promoting Angle of Attack indicators their slick A5 seaplane. Dynon added this to their SkyView and now Garmin has a new Air Data/Attitude/Heading Reference System (ADAHRS) that supports AoA functions to "provide accurate, real-time measurement of wing performance and stall margin indication to the pilot both audibly and visually." To get AoA functions you need a new pitot tube to support that capability but it's only $199. Of course, Garmin is all over the ADS-B services of free weather and traffic and you can learn more about all the new Team X products at the company's new LSA webpage, which has "a wealth of information including product features, hardware, pricing, photos, videos, manuals, software updates, FAQs and more."

Next month, in April 2013, the Light-Sport Aircraft industry celebrates an anniversary. It will be the eighth year since the first Special LSA approval was granted by an FAA Designated Airworthiness Representative in 2005. Evektor‘s Sportstar was first, followed hours later by the Flight Design CT and then an amazing outpouring of innovation now stretching to 131 SLSA models approved. That’s better than four brand new aircraft every quarter for 32 straight quarters; worldwide aviation’s never seen anything like it. Most of the early brand names in the industry were new, at least to Americans. Yet along the way, some famous aviation names joined the party. We’ve seen entries from Piper, Cirrus, Cessna, Lycoming, Sensenich, and Wipaire Floats plus the major member organizations embraced Light-Sport in their own way. One multibillion dollar company to serve the sport and recreation community has been Garmin.

Building a Quicksilver Wing — In “Fast Time”

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Boeing's gigantic assembly plant in Arlington, Washington. The 747 building (not pictured) is a cavernous clear-span structure.

Quicksilver's Sport 2S in flight. photo by James Lawrence

Quicksilver kits can be built in well under 100 hours, much faster by someone with experience, thanks to some of the kit industry's finest assembly manuals. photo by James Lawrence

I once saw Boeing employees racing around furiously to build an entire 747 in just seven minutes. Pretty amazing, huh? I'll bet you didn't know they were so efficient. OK, fine ... spoil my fun by telling me that is baloney and simply a "Hollywood effect." Yes, the truth is, all I refer to is a video watched by every visitor to the Washington State 747 assembly building (by the way, not far from the Arlington airshow every July and a most worthwhile visit). I thought the professionally produced video was terribly cool, as was a tour of Boeing's astoundingly-enormous building ... so immense that several 747s could be assembled at once in a clear-span structure. So, how about the same idea down here in the world of airplane the rest of us can buy and fly ... at least after we build the airplane? I was recently sent such a video from the new owners of Quicksilver Aeronautics. The short — less than three minute — video shows a small team of Quicksilver folks building a Quicksilver Sport 2S wing in preparation for their testing as the company moves from selling kits to offering fully built Special Light-Sport Aircraft. The company will hold a press conference at Sun 'n Fun in a couple weeks and will update reporters on their progress to this goal. After shipping an amazing 15,000 kits over the years (twice as many as Van's Aircraft!), two SLSA models will be their first fully-built offerings since the Primary Category GT500 in the early 1990s. For those decrying the high cost of SLSA, here comes one everyman can afford though no pricing been announced by the Southern California company. In the following fast-time video, you see lots of fun things: builders referring to the manual (for which Quicksilver has long gotten high marks), measuring carefully before mounting parts, taking the process step-by-step as the sun can be seen moving across the floor. Slow motion films are fun but so is something like this. If you're anything like me, you should find the video below very enjoyable. Thanks to Quicksilver Aeronautics and engineer/budding film producer, Inés Hernández for sending the video along. Of course, it's also available to YouTube website fans. You can see lots more about Quicksilver Aeronautics products on their redesigned website. (Note that this is not a professional video and the company promised more and better in the future.)

I once saw Boeing employees racing around furiously to build an entire 747 in just seven minutes. Pretty amazing, huh? I’ll bet you didn’t know they were so efficient. OK, fine … spoil my fun by telling me that is baloney and simply a “Hollywood effect.” Yes, the truth is, all I refer to is a video watched by every visitor to the Washington State 747 assembly building (by the way, not far from the Arlington airshow every July and a most worthwhile visit). I thought the professionally produced video was terribly cool, as was a tour of Boeing’s astoundingly-enormous building … so immense that several 747s could be assembled at once in a clear-span structure. So, how about the same idea down here in the world of airplane the rest of us can buy and fly … at least after we build the airplane? I was recently sent such a video from the new owners of Quicksilver Aeronautics.

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