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Long, Lovely Wings … Even Longer Flight

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I think Phoenix is one the loveliest aircraft in the LSA fleet. Of course, I have a rather large bias as I'm a soaring enthusiast and this is one fine soaring machine in the SLSA fleet, able to compete fairly with a pure glider. I'm also a fan of importer Jim Lee, a modest, soft spoken man with a deep honesty streak. He's also a world-renown soaring champion. Yet what just catches my eye again and again are the long, lovely, shapely, slippery wings of Phoenix, which lead me to present the photos you see with this article. These views came from Jim's long flight from his home base not far from mine in Melbourne, Florida to Bogota, Columbia. That meant a long water crossing from Key West to the Mexican coast, then south to Belize and on around to his destination (see route map). Jim wrote a blog of this entire experience featuring many photos and I'll bet most pilots would like to read it. You may never attempt such a long flight over such demanding terrain — immense stretches of water, tall mountains, and dense forests — but you can fly vicariously with Jim through his portrayal. You may not think of yourself as a soaring pilot so perhaps a SLSA like Phoenix does not initially appeal to you even while you cannot deny its beauty and the efficiency of its design plus a cockpit comfortable enough for such a long voyage. However, plenty of others see Phoenix's capability. Importer Phoenix Air USA came in tied for an impressive sixth among all SLSA for registrations in 2012. For a specialty, niche aircraft, that is a great credit to both the aircraft and Jim's gentle but persuasive selling methods. His success means that if you want one, you'll need to plan on a wait. It won't take anywhere near as long as a new Ferrari, but you'll have to be patient. The good news is the reward at the other end puts big smiles on the faces of new owners. During the wait, Jim is lauded for providing information about the process from the Czech builder. Interested in more info about the aircraft used for this long flight? Here are some teasers: • glide 32:1 • power cruise 115 knots • stall 38 knots • useful load 612 pounds • range 900 nm (power on). For those unfamiliar with glide angle performance, get this: Phoenix can glide, engine off, for more than 30 miles from only 5,000 feet above the surface. For its base price buyers receive wing extensions that give Phoenix two distinct (yet pleasant) personalities. Via the two wing configurations, a 49 foot motorglider wing reduces to just 36 feet with the insertion of different wing outer sections. When luxuriously outfitted with an EFIS, autopilot, airframe parachute, radios, and transponder, Phoenix is one of the higher priced Light-Sport Aircraft but compared to "full-sized" motorgliders Phoenix's price tag is actually modest. You can read more in this earlier article or this one or watch our video. You can also read fellow blogger Jim Lawrence's view (with this disclaimer: like me, Jim is a soaring enthusiast so we are both quite taken with Phoenix). Even if you are not excited by flying engine off, keep in mind Phoenix's great performance in glide and its superb efficiency combined with surprising speed. For the 2,211 nautical mile delivery flight to Bogota, Phoenix flew 20.6 hours for an average speed of 110 knots. Sweet!

I think Phoenix is one the loveliest aircraft in the LSA fleet. Of course, I have a rather large bias as I’m a soaring enthusiast and this is one fine soaring machine in the SLSA fleet, able to compete fairly with a pure glider. I’m also a fan of importer Jim Lee, a modest, soft spoken man with a deep honesty streak. He’s also a world-renown soaring champion. Yet what just catches my eye again and again are the long, lovely, shapely, slippery wings of Phoenix, which lead me to present the photos you see with this article. These views came from Jim’s long flight from his home base not far from mine in Melbourne, Florida to Bogota, Columbia. That meant a long water crossing from Key West to the Mexican coast, then south to Belize and on around to his destination (see route map). Jim wrote a blog of this entire experience featuring many photos and I’ll bet most pilots would like to read it.

LSA Market Share … the Rest of the Story

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A CubCrafters climbs out fast.

A Destiny powered parachute flies over a scenic covered bridge.

Van's RV-12 has registered more than 200 aircraft.

Zenith's CH-750 is a popular kit.

Sonex supplies "Sport Pilot Eligible" Experimental Amateur-Built aircraft.

Converted so-called "fat ultralights" (two-seaters) count several thousand examples.

We recorded very strong interest in our recent market share article. Traffic spiked to double in the days since our report was posted (and that was from record levels). It would appear the LSA segment is hardly in "critical condition" despite what some may think. Today, the LAMA board of directors had its monthly teleconference and some interesting thoughts were expressed. Here we present a summary of how those discussions relate to LSA market share. First, since 2009 we observed the number of newly registered Special LSA Airplanes have been 20-25% of all single engine piston (SEP) GA airplanes deliveries. For 2012, SLSA Airplane deliveries were 259 to 790 GA's SEP airplanes, meaning Light-Sport represents 32.8% of GA deliveries or 24.7% of all airplanes. However, that is only part of the story. In addition, you ought to consider the impact of Experimental, that is, kit-built LSA (ELSA) plus "alternative" aircraft such as weight shift, powered parachute, and gliders/motorgliders. Historically over the eight year life of Light-Sport Aircraft, these latter non-Airplane LSA account for a significant share approaching one-sixth to one-fifth, which based on the 2012 numbers, would add 40-50 more new aircraft registered. Our familiar chart does not include them as they are notoriously difficult to identify in FAA's database for a variety of reasons. Despite those challenges, these aircraft are ASTM-compliant, are finding customers, and most importantly, are getting pilots up in the air. Ignoring them is to leave out a deserving segment of aviation. Indeed, they account for 28 of 131 SLSA models on our SLSA List. Another category we have not listed is ELSA, for example, RV-12s, which board director Phil Lockwood believes are primarily built as ELSA rather than Experimental Amateur-Built (EAB). An advantage, beyond no need for an aviation medical, is the opportunity to have someone else partly or fully build their ELSA kit ... legally. Perhaps more important is the fine Van's reputation for handling and performance and the joy flying them brings to their owners. The first and only RV-12 SLSA was registered in July 2009. In the three and a half years since, 203 RV-12 kits have been registered for an average of 58 per year. More ELSA — following development of an ASTM-compliant SLSA — are registered under the company names Zenith Aircraft, Aircraft Manufacturing & Development, M-Squared, Rans, CGS Aviation, and Skykits. Other Experimentals appear under the brand Pipistrel, which now owns several models with SLSA approval. Adding these to Van's accounts for 572 additional LSA Airplanes. Averaging over seven and three quarters years since the first LSA were approved, this amounts to 74 aircraft a year. If we take the previously announced 259 SLSA Airplanes in 2012 and add the ELSA average of 74 and then the 40-50 non-Airplane SLSA, we arrive at 373-383. Presuming this analysis to be correct, this means all LSA represent 47-48% of the 790 GA SEPs or 32-33% of all single engine piston aircraft registered or delivered in 2012. Note that we are not including Experimental Amateur Built (EAB) kits such as those from Sonex or other companies which can be flown by someone possessing a Sport Pilot certificate. To be "Sport Pilot eligible"*, they must meet the weight, speed, and other parameters of the LSA rule but they are not technically Light-Sport Aircraft according to their Airworthiness Certificates. Unlike EABs, ELSA are required to be bolt-for-bolt, identical copies of the originally-accepted SLSA so they fully comply to ASTM standards at the time of winning their Airworthiness Certificate. Once certificated, ELSA owners may do their own maintenance and can make modifications, though most probably see little change. LAMA's board of directors feel it is important to portray the total size of the LSA market and the above facts attempt to do so. Yet in truth, the LSA numbers we report above might still be low noted board director Tom Peghiny. When safety data is presented FAA commonly refers to more than 8,000 LSA, a far larger number than the 2,500 or so SLSA Airplanes we often list ... which number grows to more than 3,500 when including the non-Airplane SLSA and ELSA discussed above. When you add all these segments you arrive a number that is more accurate regarding Sport Pilot eligible aircraft and LAMA's board believes this to be a further refutation of those who opine that the Light-Sport segment is not performing well. Remember, all this occurred in less than eight years! LSA deliver fun to their owners, jobs to those in the industry, profits to their producers and commercial users, and worldwide potential. LSA also use less fuel, make less noise, offer the latest in technology, are roomy, attractive, cross-country capable aircraft that are sleek, shiny, and smell new. They also have a safety record FAA regularly calls "acceptable." What's not to like? * Sport Pilot eligible is a phrase coined by EAA's Ron Wagner to describe aircraft not certificated as Light-Sport Aircraft which can be flown by someone holding a Sport Pilot certificate.

We recorded very strong interest in our recent market share article. Traffic spiked to double in the days since our report was posted (and that was from record levels). It would appear the LSA segment is hardly in “critical condition” despite what some may think. Today, the LAMA board of directors had its monthly teleconference and some interesting thoughts were expressed. Here we present a summary of how those discussions relate to LSA market share. First, since 2009 we observed the number of newly registered Special LSA Airplanes have been 20-25% of all single engine piston (SEP) GA airplanes deliveries. For 2012, SLSA Airplane deliveries were 259 to 790 GA’s SEP airplanes, meaning Light-Sport represents 32.8% of GA deliveries or 24.7% of all airplanes. However, that is only part of the story. In addition, you ought to consider the impact of Experimental, that is, kit-built LSA (ELSA) plus “alternative” aircraft such as weight shift, powered parachute, and gliders/motorgliders.

2012 LSA Market Shares — Cubs & Surprises

By Dan Johnson || 3 Comments (Edit)

Our annual review of LSA Market Share brings our updated fleet chart and a second chart showing prior-year registrations. While sales of new SLSA remains below par, the market appears to be experiencing spotty but regular recovery from earlier low points. The first half the year foretold a better recovery but the last half of the year stalled somewhat. Regardless, based on traffic to this website, LSA interest is higher than ever. For January 2013, ByDanJohnson.com set all-time records in Unique Visitors and all other measuring criteria Thank you for your support! 2012 Market Share report — Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the "installed base," or "fleet size." Because we know many of you seek recent-year information we are repeating the Calendar Year chart that debuted last year. For the second year in a row Cessna lead in 2012 with an impressive 94 registrations though this is down 30% from 134 in 2011. While Cessna looked to set a new record with 76 registrations (152 annualized) in the first half of 2012, their pace slowed sharply in the second half, adding only 23, perhaps a result of their announcement about switching to Primary Category as a means of entering the European market. The Wichita giant is singlehandedly restarting Primary Category with the first such application in nearly 20 years, a decision that may inspire other companies to go this route. Perhaps the most noteworthy story in 2012 registrations is an even better performance by CubCrafters. The Washington State company added 48 new registrations, up 33% from 36 in 2011. Company marketing boss John Whitish reported 52 SLSA sales, which prompts us to ask that you read the notice at the end of this article. Congratulations to CubCrafters, clearly a company to keep watching. A remarkably steady climber is Aerotrek, which took the #3 slot for 2012 registrations, a notable improvement from their #5 spot in 2011. Despite some reports that all SLSA are expensive, Aerotrek has a very attractive price point and an impressively built, folding wing aircraft available in tailwheel or trigear. Aerotrek consistently replies to our listings, with the goal of making our FAA registrations report more precise. This happens, for example, when sales occur to Canada with no N-number assigned or when a SLSA drops down to ELSA perhaps as the owner wants to make design changes (which is allowed as is owner maintenance). Other companies also see differences explained by deregistration, accidents that remove the aircraft from the registry, or simple errors in data entry after a sale. Regardless of the variables in counting registrations versus sales, bravo to Aerotrek! Based on their faithful feedback we have been able to improve our accuracy. Other top guns in 2012 include perennial leaders like Flight Design, which remains convincingly atop the overall fleet and added 11 more registrations during the year and American Legend which revived from a sluggish 2011 to add 11 SLSA in 2012. SportCruiser importer US Sport Aircraft fulfilled the last of the PiperSport orders and rewrote their distributor agreement with Czech Sport Aircraft; they added another 10 SLSA in 2012. In a pleasant but unexpected turn, importer Phoenix Air USA added an impressive 10 SLSA registrations of their extremely lovely motorglider. Congratulations to all these leaders. A member of the exclusive Over-100 Club listing only eight SLSA producers is Tecnam. The Italian company showed renewed vigor logging six registrations in the second half of the year. They also successfully completed an FAA audit in Italy. Among their five SLSA models, four are high-wing models yet their low wing Sierra has 51 units flying in America, more than any other Tecnam model. Another European producer with facilities in Italy is Pipistrel, which overcame regulatory hurdles in mid-year and has begun delivering SLSA to Americans. They also logged six in the last half of the year. Both Tecnam and Pipistrel report active sales outside the USA. Unfortunately, one former high flyer, Remos, lost its U.S representative and has become very quiet though earlier this year, their CEO said they had recovered from the previous CEO's high-spending ways. We are watching a few companies not on our fleet chart. One new entry to the SLSA scene is Bristell, in a new partnership with fractional ownership provider, AAP. They join some other companies that have not been active long enough to get on the fleet chart, but nonetheless deserve attention. These companies include World Aircraft Co., which is bringing all production to their Paris, Tennessee facility. Breezer is now established on the Sun 'n Fun campus and more is expected from them. Sky Arrow producer Magnaghi has new life and may resurge. Aero's AT-4 (formerly known as Gobosh) is back with new representation. Just Aircraft got rave reviews on their SuperSTOL model and this mostly kit company is enjoying a solid run of business something like 100% kit producers Zenith Aircraft and Sonex. While mentioning kit builders (not on our SLSA list), we must include Van's Aircraft, which has seen registration of 203 RV-12 kits. We are also watching the pulse on seaplanes lead this year by Progressive Aerodyne, which earned SLSA approval even as FAA increased their oversight via highly detailed audits. Congratulations to the SeaRey team for this significant accomplishment. This brief look at the LSA market is not complete. One observation is that the "All other producers" category is now the largest percentage, indicating small producers continue to develop sales. Some companies not reflected in our Top-20 and Top-10 charts may emerge into these lists in the future. Others that have been in the Top-20 but which are no longer producing new aircraft were omitted. However, all SLSA models are covered in our SPLOG reports and you may also examine our Featured Aircraft (right column of most pages) for more exciting Light-Sport Aircraft and other aircraft Sport Pilots can fly. As I have said for years, a loud shout-out is owed to Jan Fridrich of the Czech LAA for the LSA Market Share report. Jan is also head of LAMA Europe and a tireless worker for the advancement of Light-Sport aviation. He invests many hours to analyze data for each report. Thanks, Jan, on behalf of all ByDanJohnson.com readers. During 2013, we will work to solicit comments from producers to evaluate the sales versus registration numbers. This is not an easy task and no promises are made yet the effort seems worthwhile in the pursuit of better information. Notice: As always, we observe for you that all numbers here are derived from FAA's N-number registration database and are subject to data entry errors. Figures presented are not identical to sales recorded by the companies though over time the numbers draw closer. UPDATE 2/13/13: GAMA held a press conference today where they released their industry numbers. Get more on GAMA here, but this is where their figures relate to the Light-Sport market. Piston aircraft, singles and twins, suffered a minor drop, only 1.9% down; GAMA did list some LSA in their report but did not use them in summary tables. Turbines were up and GAMA added agricultural crop-spraying planes to their membership; many ag planes are turbine powered. Jets were down slightly more at minus 3.4%. Like the Light-Sport industry, GAMA is hoping for improvement in 2013 and they announced some interesting initiatives to this end.

Our annual review of LSA Market Share brings our updated fleet chart and a second chart showing prior-year registrations. While sales of new SLSA remains below par, the market appears to be experiencing spotty but regular recovery from earlier low points. The first half the year foretold a better recovery but the last half of the year stalled somewhat. Regardless, based on traffic to this website, LSA interest is higher than ever. For January 2013, ByDanJohnson.com set all-time records in Unique Visitors and all other measuring criteria Thank you for your support! 2012 Market Share report — Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the “installed base,” or “fleet size.” Because we know many of you seek recent-year information we are repeating the Calendar Year chart that debuted last year. For the second year in a row Cessna lead in 2012 with an impressive 94 registrations though this is down 30% from 134 in 2011.

Keeping Your New LSA All Shiny & Clean

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The LSA community and the Experimental and GA community embraced Composiclean products as designed specifically for airplanes. The products are good enough to be delivered as standard equipment with every CT. Read what users say. In this photo Bob McKee cleans a SportCruiser.

Who doesn't like to ride around in a clean machine? If it's your car, you have thousands of products to choose from...and no big problem if you use the wrong stuff. But if your LSA is a composite airplane, you need the right stuff and it comes from Composiclean. When entrepreneur Ken Godin took his products to this summer's AirVenture Oshkosh, his persuasive selling ability and some superior products helped him grab the attention of aviation big shots, like aerobatic pilot Shawn Tucker and Flight Design owner, Matthias Betsch, among numerous others. *** If you react with a "Ho-hum, it's just soap" response, let me suggest you go have a look at Composiclean's testing results. I was surprised what the wrong cleaners can do to composite surfaces. Keep scrolling down. Yikes! Then research elsewhere on the Composiclean website to check out the right stuff.

Who doesn’t like to ride around in a clean machine? If it’s your car, you have thousands of products to choose from…and no big problem if you use the wrong stuff. But if your LSA is a composite airplane, you need the right stuff and it comes from Composiclean. When entrepreneur Ken Godin took his products to this summer’s AirVenture Oshkosh, his persuasive selling ability and some superior products helped him grab the attention of aviation big shots, like aerobatic pilot Shawn Tucker and Flight Design owner, Matthias Betsch, among numerous others. *** If you react with a “Ho-hum, it’s just soap” response, let me suggest you go have a look at Composiclean’s testing results. I was surprised what the wrong cleaners can do to composite surfaces. Keep scrolling down. Yikes! Then research elsewhere on the Composiclean website to check out the right stuff.

New Year Clean-Up Job; Help Your LSA Gleam

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Aircraft Spruce is one of light aviation's largest third-party suppliers of aircraft building, repairing, or maintenance products. Spruce stocks and sells Composiclean's line. Click to see a list of products with links for more info on each.

ByDanJohnson.com is dedicated to light-sport aviation and keeps a laser focus on the aircraft of this sector. Included are new developments, market share, and maintenance of Light-Sport Aircraft to name a few. In the maintenance category, at its most basic level, is keeping your bird clean and shiny. *** I'm sure some other products can also do the job, but one company has made LSA the subject of much study. I wrote about Composiclean earlier but as we prepare for a new season of flying recreational aircraft, this low-tech task deserves another look. A leading reason: you can seriously harm some aircraft finishes by cleaning them with the wrong chemicals. Don't take my word for it; Composiclean shows customer comments on their website. *** Major distributors have signed on to sell these LSA-friendly cleaning products. Lockwood Aircraft Supply has a whole area for the goods and Aircraft Spruce sells them at airshows (photos). *** If cleaning products seem ordinary, think again. Significant damage has been done to composite airplanes which were cleaned with the wrong brands. To get advice directly from the source regarding the right stuff for your pride and joy, call proprietor Ken Godin at 860-432-0067.

ByDanJohnson.com is dedicated to light-sport aviation and keeps a laser focus on the aircraft of this sector. Included are new developments, market share, and maintenance of Light-Sport Aircraft to name a few. In the maintenance category, at its most basic level, is keeping your bird clean and shiny. *** I’m sure some other products can also do the job, but one company has made LSA the subject of much study. I wrote about Composiclean earlier but as we prepare for a new season of flying recreational aircraft, this low-tech task deserves another look. A leading reason: you can seriously harm some aircraft finishes by cleaning them with the wrong chemicals. Don’t take my word for it; Composiclean shows customer comments on their website. *** Major distributors have signed on to sell these LSA-friendly cleaning products. Lockwood Aircraft Supply has a whole area for the goods and Aircraft Spruce sells them at airshows (photos).

Go Negative … or … Work Together?

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Flying magazine has often done great reporting as in their earlier articles about FAA's oversight of the LSA sector. Graphic prepared by Flying magazine

photo by Jan Fridrich

It is true that a pilot of one type aircraft may not know much about nor (therefore) care much about another type aircraft. Ultralight pilots and turbine pilots may not seem to have much in common. Sailplane pilots and crop dusters, likewise. Powered parachute enthusiasts seem on the opposite side of the spectrum from airline pilots. Yet, regardless of our interests — or even the country in which we live — pilots as a whole are more alike than different in one critical way: we all love flying and we treasure the freedom and beauty flying can provide. So, why do some aviation groups disparage other groups? Why do fixed wing and rotary wing or powered and unpowered pilots sometimes engage in heated arguments? The reasons are many and as varied as humans are different. Fine ... we have to accept that we are different. Yet should editors and aviation leaders act more professionally? I think so. Recent aviation editorials have questioned the value and viability of Light-Sport Aircraft. Other than to create controversy to boost readership or viewership, I can't think of a good reason why one editor blasts a group ... at least without good cause. Is the LSA industry in "critical condition?" Can it be true that industry consensus standards "didn't work?" Based on what information, I have to ask? I'd like to reply to those naysayers going negative on Light-Sport. I'd specifically like to briefly focus on the safety, utility, and the future of Light-Sport. If you wish to see our response in video form, click here. SAFETY — Why do we certify aircraft? Why do companies institute quality control? Why do we have detailed documentation of manufacturing processes? All these efforts attempt to bring safety to airplane operations. Are LSA perfectly safe as a result? No. Yet FAA officials repeatedly refer to LSA safety with this word: "Acceptable." Safety can always be better but to say industry consensus standard "didn't work" is a wrongheaded value judgement, I believe. Indeed, FAA is sufficiently impressed that ASTM committee F44 formed recently to do for Type Certified aircraft what the F37 committee achieved for Light-Sport. Evidently FAA does not agree that industry consensus standards "didn't work." UTILITY — We will soon post a video about LSA being used in one of the harshest of aviation environments: flight training. We interviewed several producers who cited multiple examples of LSA with 1,500, 3,000, even 4,000 hours and more, all acquired in flight instruction. Some had 10,000 or many more landings yet they're holding up well (with good maintenance, of course). They also stated that economically, both from operation cost and purchase considerations, LSA make money for flight school operators. In other tough duty, several LSA have successfully circumnavigated the Earth. Obviously, LSA are reasonably durable and can be used to fly long distances. THE FUTURE — The first LSA came on market less than eight years ago, so it seems a bit soon to say the LSA market "will never be strong." Did the new segment solve all of aviation's growth problems? No. Will it, in time? Perhaps not, though maybe. Was that ever a realistic assumption, given that aviation has been working to solve the growth problem for decades? Meanwhile, the incredible diversity of Light-Sport are offering current pilots a broad variety of choices and have indeed brought new people to aviation. So, rather than going negative about any one class of aircraft, I urge aviation leaders to be the professionals they are and to jointly among all aviation sectors seek solutions for aviation outreach. Throwing darts at one another isn't what's needed. Aviators with an audience can — and should — do better, in my humble opinion! In the interest of fairness and balance, I invite you to read the original Flying article and make your own judgement about the editor's thoughts. Meanwhile, thanks for considering our view.

It is true that a pilot of one type aircraft may not know much about nor (therefore) care much about another type aircraft. Ultralight pilots and turbine pilots may not seem to have much in common. Sailplane pilots and crop dusters, likewise. Powered parachute enthusiasts seem on the opposite side of the spectrum from airline pilots. Yet, regardless of our interests — or even the country in which we live — pilots as a whole are more alike than different in one critical way: we all love flying and we treasure the freedom and beauty flying can provide. So, why do some aviation groups disparage other groups? Why do fixed wing and rotary wing or powered and unpowered pilots sometimes engage in heated arguments? The reasons are many and as varied as humans are different. Fine … we have to accept that we are different. Yet should editors and aviation leaders act more professionally?

Sebring’s Airplane Rush; a Quick Post-Review

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Sam Aircraft Sam LS

You probably don't know his face, but you may recognize the voice of my favorite videographer.

AutoGyro MTO Sport amphibious gyroplane

Tecnam's handsome P2008, now with both Rotax 912 iS engine and FlyCool's air conditioning.

Famed aerobatic performer Patty Wagstaff is considering flying a routine in a Light-Sport Aircraft, she confirmed in an interview. One she'll consider is this FK12 Comet with the inverted-capable Lycoming O-233 engine.

Tenn-Air's CH-750 Jabiru-powered kit is similar to many LSA that work well in a flight school. We spoke with several sellers who report higher time LSA doing just that.

Paul Mather's M-Squared uses this Breese 2 in regular training. He provided a detailed accounting to show how he's making money with it.

Apres-Sebring Bahamas Fly-out ... Fun!

The time-proven Aventura amphibian is now under new ownership, lead by Alex Rolinski.

Writers Jim Lawrence (R) and Dave Unwin (L) visited Flight Design dealer Brian Boucher (C) at the Spruce Creek Fly-in airport near Daytona Beach.

Preparing for Sebring, four days of the show, and a LSA flight over the ocean can fill your days to the brim ... and all of that is truly excellent. January used to be a month of flying doldrums but since Sebring started nine years ago, the month has turned into one of the most active for light plane enthusiasts. ByDanJohnson.com reflects this with increased and growing traffic. January 2013 looks to set a new all-time record and that comes on the heels of a record 2012. Thanks for your loyal visits; we're happy to be providing the news and videos you want. Speaking of coverage, thanks a billion to James Lawrence, who provided daily updates along with his superb photos from Sebring while I was running around with other duties. The good news is we've already posted four videos and several more will follow, thanks to the excellent work by my partner-in-video, creator of the popular Ultralight News YouTube channel. In this article, I'm going to tempt you by quickly highlighting some of what was noteworthy at Sebring 2013. I'll also give a brief review of the third-annual LSA fly-out to the Bahamas. We saw several aircraft not before viewed at Sebring: Golden Avio's F30 (video posted); the modestly priced Groppo Trail (video); an amphibian gyrocopter (video coming); the Sam LS (video here), and a Tecnam P2008 with the new Rotax 912 iS engine and FlyCool air conditioning installed. World showed their new $85,000 Vision LT. And I was given a special briefing on an airplane that I'm not yet at liberty to discuss but which shows that although the number of new SLSA may have slowed, the intensity of innovation is far from over. Tecnam lead the show in the number of aircraft they had on display and that doesn't even include their popular Twin Rotax model nor their four seater and other larger aircraft. Their P2008 now featuring the latest technologies is one of the prettiest LSA in the fleet (though that's a personal feeling, of course). Also from Italy is the Golden Avio F30, the final design from Italian aviation legend Stelio Frati who achieved worldwide fame for his Falco F8L. Tecnam and World have announced low priced LSA to join the ever-popular Aerotrek in the sub-$90,000 (or sub-$80,000) range, proving that Light-Sport Aircraft are not all more expensive as some pilots still insist. Yes, several deluxe models go for more than $150,000 but these beauties are loaded with fancy features like autopilots, full glass screens, airframe parachutes, and more. Another lower priced entry we'll be watching is the Groppo Trail forecast at $85-90,000. In another realm is the soon-to-be aerobatic FK12 Comet with the inverted-capable Lycoming engine. While too-many underinformed pilots still feel LSA are "too expensive," others are continuing to claim that "LSA can't hold up in a flight school environment," that they're built too lightly for the rigors of instruction. UltralightNews and I did a series of video vignettes as we spoke with several aircraft manufacturers who gave us information about higher time LSA that are doing just fine training new students to fly. We'll post that video when the editing work is complete. One of the companies we talked to was M-Squared Aircraft. Proprietor Paul Mather took the time right at the show to detail his own experience with a trainer that shows the facts in numbers that we heard from all these purveyors: given the purchase price and what a trainer can earn, less its operation and maintenance expenses can yield a Light-Sport Aircraft that holds its value quite well and can produce earnings for its operator. That students love flying in new flying machines as opposed to tired, worn-out, 40-year-old GA aircraft is no surprise. Not only do students get to fly in new aircraft that look and smell new, they also get the benefit of modern equipment similar to what might be in aircraft they buy once their training is complete. Lots of the LSA trainers we examined for our video have glass cockpits that help a student pilot learn the technology while he or she practices landings, stalls, turns, cross country flights, and most of the same maneuvers any Private Pilot candidate learns while flying in a Cessna 172, one of the more common trainers in use today. That the LSA makes less noise and uses less than half the fuel — and probably lower-priced, cleaner-burning MoGas — is icing on the cake. We used to announced two or three new SLSA models each month for what seemed years. That's how we've arrived at 130 models so far. Now, another such wave of innovation and creativity seems to be showing itself in seaplanes. I've written before about the wave of new waterborne aircraft and I remain impressed at their diversity and sheer numbers. Besides the first amphibious gyroplane I've ever seen, familiar names like the Aventura soldier on, now with new ownership in the person of Alex Rolinski. We'll post a video about him before long. The Sebring show ended with a mass departure of a flock of aircraft that flew off to the Bahamas with yours truly among the group. Jim Lawrence has written about this and illustrated his words with his great photos (articles appear below). After we all returned, he and fellow aviation writer Dave Unwin zoomed around Florida capturing more experiences and photos for future writing in magazines. Dave is part of our editorial group at ByDanJohnson.com and we'll have more from him in the future. So, that's a very fast — and surely incomplete (regrets to any I missed) — tour of just some of what I saw at Sebring. I'll be writing more details in the days ahead (and I'll catch any I missed). Click back soon! Thanks again for your frequent visits.

Preparing for Sebring, four days of the show, and a LSA flight over the ocean can fill your days to the brim … and all of that is truly excellent. January used to be a month of flying doldrums but since Sebring started nine years ago, the month has turned into one of the most active for light plane enthusiasts. ByDanJohnson.com reflects this with increased and growing traffic. January 2013 looks to set a new all-time record and that comes on the heels of a record 2012. Thanks for your loyal visits; we’re happy to be providing the news and videos you want. Speaking of coverage, thanks a billion to James Lawrence, who provided daily updates along with his superb photos from Sebring while I was running around with other duties. The good news is we’ve already posted four videos and several more will follow, thanks to the excellent work by my partner-in-video, creator of the popular Ultralight News YouTube channel.

Pre-Sebring 2013 LSA News Wrap

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Aerobatic champion Patty Wagstaff will perform at Sebring. Rumors suggest she's looking at LSA for a new airshow routine.

Dynon's SkyView now shows ADS-B weather and traffic.

Bristell is partnering with Aviation Access Project to offer fractional ownership.

World Aircraft will show their new, modestly-priced Vision LT at Sebring.

B.O.T.'s SC 07 Super Cruiser may be the newest SLSA (#131).

Reportedly for the first time, an FK12 Comet fired up its new Lycoming AE IO 233 powerplant.

Pipistrel's Alpha Trainer is now approved for night flight in Poland.

Bahamas anyone? Fun island hopping awaits, with sponsorship by Aviators Hot Line.

Borrow a Sennheiser S-1 Digital at Sebring. Your ears may never be the same.

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event ... with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft. Led by aerospace teacher John Rousch, the chapter also provides flight training scholarships. The fund-raising dinner will be hosted in the main hangar of Lockwood Aviation Supply. First CTLSi with ADS-B Aviators love abbreviations and one that invaded light aviation recently is ADS-B. FAA's Automatic Dependent Surveillance-Broadcast service brings two major benefits for aircraft that install new equipment: free weather and surrounding air traffic. LSA market leader Flight Design recently completed the first installation of this in one of its brand-new CTLSi models. New dealer Florida Light-Sport Aviation, based at the Spruce Creek Fly-in near Daytona Beach, has the first of what is sure to be many such installations. •• ADS-B equipment for the installation is built by Dynon Avionics, a Flight Design supply partner that also builds the SkyView digital avionics suite used in the CTLSi models. A separate hardware module was added behind the 10-inch screen and connected to an antenna on the belly of the aircraft. An ADS-B equipped aircraft uses an ordinary GPS receiver to determine a precise position from GPS satellites and then combines that position with other aircraft information such as speed, heading, and altitude. This information is broadcast to other ADS-B capable aircraft and to ADS-B ground, or satellite communications transceivers which then relay the aircraft's position and additional information to Air Traffic Control centers in real time. It is seen as the "next generation" of air traffic control and gives this information directly to pilots and controllers. Dynon Avionics said, "The new SV-ADSB-470 unit offers subscription-free weather displayed on SkyView. Airport weather data can be displayed for nearest airports or for a specific airport identifier." Dynon added, "ADS-B receives traffic information with precise location, altitude, speed, and direction from broadcast from other ADS-B equipped aircraft along with data broadcast from ADS-B ground stations, presuming the aircraft is equipped with the correct transponder." Additionally TFRs can be shown even though these are temporarily restricted areas. LSA Fractional Ownership? Aircraft partnerships are generating growing interest. Another variation on this theme is fractional ownership. In a laudatory effort to grow the sport pilot population, Aviation Access Project CEO Rick Matthews said, "Our fractional ownership and management model allows more current pilots and those who have a passion for aviation the opportunity to own a brand new highly capable Bristell for about the cost of a used car. With a monthly maintenance fee of less than half of the average new car payment, we think we can offer the pubic an unparalleled opportunity to enter or re-enter the world of aviation for a fraction of the cost they expected." AAP has selected the Bristell as an early partner but is talking to other companies as well. •• AAP isn't the only outfit pursing this idea in light aviation. Eric Giles of World Aircraft wrote, "We will be introducing our new Vision LT RTF at Sebring.  Fewer bells and whistles but just as capable. Price is $84,995." As World Aircraft Company introduces the Vision LT, they also announced a new relationship with fractional ownership company, Aviown. "They will be getting a specially prepared Spirit LT as well as offering our decked-out Spirit," said Giles. Eric also reported, "I am confirming that all manufacturing will now take place at our Paris, Tennessee facility. We have moved the Columbia operation from its factory location to an airport where we can do prototype testing. Designer Max Tedesco will concentrate on what he does best ... design." B.O.T. approved We're still waiting to see the airworthiness certificate, but understand the newest SLSA (#131) has been approved. Welcome to the B.O.T. SC 07 Super Cruiser, first seen by Americans at the AirVenture 2013 LSA Mall. SC07's fuselage is made almost entirely of carbon fiber with only a small part of the rudder made of fiberglass. The wings internal construction is made completely in carbon fibre and the skin is made in glass/foam sandwich. SC07 wings are detachable and can be removed or installed in 30 minutes by two persons. Due to the width of the cabin and high headroom, even tall pilots will feel comfortable in the SC07, which does look smaller from the outside. Seat height can be easily adapted to fit smaller persons. B.O.T. said landings are easy thanks to effective flaps that a quick decent and landing precision. Cantilevered wings make side viewing unobstructed. B.O.T. SC07 specs: Powered by the 100-hp Rotax 912 with 23 gallons of fuel on board giving a reported 650 nm range; 48-inch-wide cabin; 1,040 gross weight (European specification); 26-foot span cantilevered wings; reported 115-knot cruise with a 35-knot stall at best flaps; 390 foot takeoff roll and 520 foot landing roll. •• Renegade LSA in Missouri has been busy. While gaining approval for SC07, they also completed the long-awaited installation of a Lycoming O-233 on the FK Lightplanes FK12 Comet biplane. "This (photo) is first start of any Lycoming AE IO 233 aircraft engine in the world," claimed Renegade boss Doc' Bailey. "It started right up on December 22, 2012." Pipistrel's Alpha Night Certification Pipistrel keeps running with their well-received Atlas LSA trainer. Pipistrel reports officially flying the first European light aircraft certified for night flight in Poland. Pipistrel's CEO Ivo Boscarol said, "We are proud that our Alpha Trainer is the first light aircraft certified to fly in Poland under night-VFR conditions." He added that this gives Alpha Trainer (video) owners the possibility to continue flying during winter time's shorter days. Alpha Trainer is a low-priced composite aircraft powered by the 80-hp Rotax 912 engine. Pipistrel said it burns only 2.5 U.S. gallons per hour on a typical flight. Alpha Trainer ships in one "full-equipment" configuration, which includes radio, transponder, GPS, ballistic parachute, specially developed analog/digital instruments, extra strong landing gear, and external lights. The most popular LSA version is produced in Italy. Bahamas Fly-Out #3 As the Sebring Expo 2013 ends, once again a flock of LSA will leave in a show-closing ceremony enroute for two islands in the Bahamas. Stopping first at Grand Bahamas for two days, participants will then fly to Bimini for two days before returning to the USA entering at Fort Lauderdale. Interested to go? You can, but you need to act quickly. Check this website or register here. Borrow the Best Ever wanted to try out one the true high-end headsets to see how your ears will love you for it? Ever wished you could try such a headset in a "real" environment, not just in their booth space at one of the big airshows? Well, lucky you, fellow pilot. I've been wanting the same thing and our good sponsor Sennheiser is prepared to do precisely that for any pilot that attends Sebring 2013 and goes to the Sennheiser booth (H102). First, go book a demo flight in the LSA of your choice. Then trot right over to Sennheiser and make the request. Assuming schedules coordinate, you're good to go. I think it's a wonderful idea and I've put my name on the list. Sennheiser's S-1 Digital is one of the top headsets and I see only one problem from their plan: You might love it so much you have to buy one ... or two. Oh, darn! As I close out this pre-Sebring LSA news wrap, I have additional info on those Chinese light aircraft shown in our earlier article. I invite you to click the link and see the fuller photo captions now appearing by those aircraft. Thanks for the info to a friend at Jane's All the World's Aircraft — he appreciates what he gets from ByDanJohnson.com and offered the update in return. Thanks, Paul Jackson!

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event … with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft.

More LSA Seaplanes … How About A Biplane Amphib?

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In some ways a biplane is a natural in the water — more wing area gets off the water quicker and offer a shorter span for easier manuevering.

Super Petrel LS offers comfortable seating and 45-inch-wide cabin.

Fully retractable tri-gear is part of the amphibian's design.

A forward hatch reveals the nosewheel cavity.

Sebring starts next week ... yes, next week! A new year is here and for nine years now that means it is time for the Sebring U.S. Sport Aviation Expo, or just Sebring LSA Expo if you prefer. Executive Director Jana Filip and her team have been putting in the long hours to get ready and to enlist all the right exhibitors. You should get to see all the Light-Sport and other light aircraft you want in this concentrated event. One of those aircraft has not been seen in America for years and even then not as the Super Petrel LS. Longtime veterans of recreational aircraft might remember the Petrel — it's been around for more than 10 years — but this soon-to-be SLSA entrant will look fresh to nearly everyone. New Flight Design dealer and Florida Light-Sport Aviation owner Brian Boucher is assisting airport neighbor Jerry Scheid to bring this first-of-its-kind Super Petrel LS to Sebring for your closer examination. Scheid has established PS-Bird LLC to represent the striking aircraft. Interested parties may call 386-760-4140 for more info. The new Super Petrel LS still flying off its hours as an Experimental Exhibition category aircraft. Brazilian manufacturer Edra Aeronautica will pursue Special Light-Sport Aircraft approval by following ASTM standards, which happen to be nearing full government acceptance in Brazil. As the aircraft meets similar standards in other countries and with their long history, gaining approval after an FAA audit seems probable. Super Petrel LS is different from the wave of SLSA amphibians headed to market in America. This water bird is a biwing model. Why? Simple. Seaplanes have a first duty to get on step and launch, to escape the "stickiness" or "surface tension" that occurs when moving at flight speeds in water (especially smooth water). Long wings could provide that as well but long wings are more difficult to maneuver in beaching or docking situations. Two sets of wings generate additional lift yet are relatively short in span. In all, this can be an ideal solution though the lower wing and low fuselage position may not encourage operation in rougher water. Let's fill in some blanks. That shorter span is just under 29 feet. Empty weight is a surprisingly svelte 775 pounds according to the factory depending on what equipment the owner wants installed. Gross weight does not use the 1,430 pounds allowed under LSA rules, instead coming in at 1,320 like most Light-Sport landplanes. This still yields a useful load of 545 pounds. As Super Petrel carries 25 gallons of fuel, that produces a payload of 395 pounds, which translates to two 190-pound occupants and allows a few pounds for baggage. As Icon is seeking a weight increase exemption to 1,680 pounds, Super Petrel does indeed seem quite light on her sponsons. This helps the design to leave the water in less than 400 feet, according to published specs; it can lift off of a runway in just 260 feet. Super Petrel cruises at a hair under 90 knots, not surprising for a seaplane biplane. Never exceed speed is listed at 114 knots. Stall is a mere 35 knots Edra reports, again a product of twin wings and 161 square feet of area, which results in a wing loading of only 8.2 pounds per square feet. Note that specs were updated 1/9/13 upon advice from Edra. Super Petrel LS is a handsome bird with a broad comfortable interior. You can fly doors on or off. U.S. importer PS-Bird principals think they can sell the aircraft for an attractive price. Various panel choices will be offered, though seaplanes commonly are simpler aircraft flown in a more seat-of-your-pants style rather than on autopilot at higher altitudes on the straightest possible track. If Super Petrel LS catches your interest, the best solution is come to Sebring 2013 and check it out in person.

Sebring starts next week … yes, next week! A new year is here and for nine years now that means it is time for the Sebring U.S. Sport Aviation Expo, or just Sebring LSA Expo if you prefer. Executive Director Jana Filip and her team have been putting in the long hours to get ready and to enlist all the right exhibitors. You should get to see all the Light-Sport and other light aircraft you want in this concentrated event. One of those aircraft has not been seen in America for years and even then not as the Super Petrel LS. Longtime veterans of recreational aircraft might remember the Petrel — it’s been around for more than 10 years — but this soon-to-be SLSA entrant will look fresh to nearly everyone. New Flight Design dealer and Florida Light-Sport Aviation owner Brian Boucher is assisting airport neighbor Jerry Scheid to bring this first-of-its-kind Super Petrel LS to Sebring for your closer examination.

Happy New Year LSA News Wrap

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Former FAA Administrator Randy Babbitt (L) will address the LAMA Dinner group of 300 LSA professionals on opening night of the Sebring LSA Expo (January 17-20). photo courtesy EAA

The all-new Paradise City at Sun 'n Fun (layout still subject to last-minute changes). The curved arcs in the center are the newly relocated LSA Mall. Runway is seen at bottom. The hash markings identify irrigation on the RC runway that uses this area at other times.

AirBorne makes hang gliders, like the clean "blade wing" at the top plus a line of trikes from two seaters to very light single seaters.

Team Will Wing posed for a company photo to celebrate the holidays and reaching their 40th year.

CubCrafters Set Records In a second year of modest recovery for the LSA sector, most companies were happy to sell the same as the year before. Against this plain backdrop CubCrafters stands out sharply. The company announced that it delivered 58 new airplanes (52 of which were LSA models), a 23% increase over 2011, and more units than any year in the company's history. They're aiming for deliveries of 66 ready-to-fly aircraft this year. CubCrafters' 2012 deliveries are divided among their three models: Carbon Cub SS, Sport Cub S2, and Top Cub (the latter not a Light-Sport). • They also reported shipping 24 of their Carbon Cub EX kits in 2012, another record. That's 82 aircraft and makes them likely the light aviation leader for the year (we hope to publish our customary market report soon). CubCrafters General Manager Randy Lervold said, "Despite the economic climate, we've managed to defy industry trends." Congratulations, Team CubCrafters; job well done! Randy Babbitt to Speak at LAMA Dinner Each year, LAMA, the Light Aircraft Manufacturers Association, hosts its annual dinner on opening night of the Sebring LSA Expo and 2013 will be the sixth annual event. Following AOPA president Craig Fuller in 2011 and then-EAA president Rod Hightower in 2012, the association is pleased to offer former FAA Adminstrator Randy Babbitt for 2013. Now a senior VP with Southwest Air Lines, Babbitt will speak to more than 300 LSA professionals expected at the invitation-only dinner on Thursday evening, January 17th. As a strong supporter of the Light-Sport concept, LAMA is especially pleased to bring in Babbitt. On several occasions, he has publicly supported the concept of self governance by an aircraft sector. Babbitt was also instrumental in moving forward the agency's decision to allow a new ASTM committee to write new perscriptive portions of Part 23 aircraft certification, the first major change in how this is done in many decades. • Welcome all LSA businessmen to the free dinner but please RSVP at this website operated by the dinner sponsor Aviators Hot Line (only minimal information is requested). Paradise City Total Makeover Big things are happening to the location formerly known as the Ultralight Area at the Sun 'n Fun airshow and convention. First, the area will now permanently be known by its longtime affectionate name: Paradise City. Once a place of great charm and thick crowds, the area suffered from the dual effects of the economic recession and the arrival of Light-Sport Aircraft. Many vendors of LSA never exhibited in Paradise City and regard the location as out of the mainstream. However, major revisions to the paved east-west Doolittle Road to allow for TSA fencing has the road — heavily used by entering vendors and many others — dipping deeply down into Paradise City (see drawing). This will dramatically change the dynamics of Paradise City and significantly enhance its visibility. • Another major change is operational: aircraft will be allowed to fly all day — even during the main airshow (except when the Thunderbirds fly). They'll use the 1,400-foot turf runway, which has seen major improvements at each end of the runway. It now provides more than 2,400 feet of unobstructed access. LSA vendors who meet new rules of operation will be permitted to conduct demonstration flights most of the day right on the grounds of Sun 'n Fun and far more easily than using the main runway. Active demo operators can give multiple flights per day to prospective customers and then invite them to visit the LSA Mall right in the center of the newly revised area. Many other vendors will also conduct flights and have their exhibits in the area. C'mon over to the all-new Paradise City and watch the action in 2013. AirBorne News Weight shift aircraft, commonly known as trikes, don't get their fair share of news and we want to update you on one of the leading producers: Australia-based AirBorne with representation in the USA by companies like Precision Windsports. I greatly enjoyed flying AirBorne's Thermal-Lite trike with its excellent Bailey single-cylinder four-stroke engine. AirBorne reported, "All T-lites are now going out with the latest Bailey V5E engine. The V5 is the fifth generation of the Bailey Aviation four-stroke engine." Revisions include a two-piece CNC machined cast-alloy crankcase at 195cc using two valves operated by a chain driven overhead camshaft. The oil system is fully pressurized to maintain constant oil pressure regardless of the oil temperature or RPM. • If the T-lite is too big and heavy for you you could try AirBorne's new V-lite. "The V-lite single seater soaring trike is perfect for hang glider pilots as it fits into the sub-70kg (154-pound) category," said AirBorne. Hang glider pilots can fly it with minimal instruction. V-Lite uses AirBorne's F2T wing based on the F2 hang glider wing (photo); it can also be used for foot launch free flying. • As if they didn't have enough to do making two-seat trikes, light trikes, trike wings and hang gliders, AirBorne is also representing the Magni Gyro company down-under. A first shipment of Magni Gyrocopters will arrive at Airborne in January including two M24 Orions and an M16. Wills Wing Celebrates Turning 40! At the lightest end of flying, one company in the USA excels like no other. For hang glider and paraglider enthusiasts the brand name Wills Wing is as good as it gets. I have long known and admired the owners of this well-run California company so I am very pleased to offer my congratulations to Wills Wing on their 40th anniversary. Five years ago I reported the company had produced more than 22,000 gliders and they must now be reaching or exceeding 25,000 ... a remarkable accomplishment for any aircraft company. • You can see their line near and close to Sun 'n Fun at one of my very favorite places to go in Florida. Wills said, "Our Wallaby Ranch 2013 Demo Days and Fly-In will be held Wednesday, April 3rd, through Saturday April 6th, with our traditional party and dinner on Saturday night. (Sun 'n Fun 2013 runs 9-14 of April, so you could make both.) • The company had a very special celebration this summer when Wills Wing Team pilot Dustin Martin set a world record flying his Wills Wing T2C 144 hang glider 475 miles from Zapata, Texas. The previous record stood for 11 years. Most powered pilots are amazed to hear hang gliders can travel so far. The company's top-of-their-line T2 wings run $6,575 to $8,585. They can achieve sink rates of only 175 feet per minute. As I close out this first-of-2013 LSA news wrap, I want to extend a Happy New Year greeting to all our loyal readers and to most sincerely thank you for making 2012 by far our best year ever! We were up in every measurement category from 21% to 58% over our best prior year. Given the sluggish economy we're pleased to evidently be offering what you want and we plan to keep it up. Watch for fresh news and videos from Sebring starting in just days.

CubCrafters Set Records In a second year of modest recovery for the LSA sector, most companies were happy to sell the same as the year before. Against this plain backdrop CubCrafters stands out sharply. The company announced that it delivered 58 new airplanes (52 of which were LSA models), a 23% increase over 2011, and more units than any year in the company’s history. They’re aiming for deliveries of 66 ready-to-fly aircraft this year. CubCrafters’ 2012 deliveries are divided among their three models: Carbon Cub SS, Sport Cub S2, and Top Cub (the latter not a Light-Sport). • They also reported shipping 24 of their Carbon Cub EX kits in 2012, another record. That’s 82 aircraft and makes them likely the light aviation leader for the year (we hope to publish our customary market report soon). CubCrafters General Manager Randy Lervold said, “Despite the economic climate, we’ve managed to defy industry trends.” Congratulations, Team CubCrafters; job well done!

Four-Stroke Part 103 Ultralight? Yes! And Fun…

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Sometimes you're in the right place at the right time. Well, OK, I'm biased but I think pretty much any time at Wallaby Ranch — the iconic hang gliding facility south of Disney Orlando — is a good time. When it also happens to be "Demo Days," Wallaby is a jumping place! Demo Days is a longstanding activity where the California manufacturer, Wills Wing, brings its newest hang gliders by the truckload so that any qualified pilots can fly them for purchase evaluation. Lots of other folks show up because it's fun and exciting but also because organizers hold the event right before Sun 'n Fun starts. Wallaby customers compose the perfect crowd for introducing a lightweight trike that can be flown for soaring fun. Airborne Australia is the down under manufacturer of both hang gliders and a successful line of trikes; they own SLSA status for their XT-912 and XT-912 Outback. "We are pleased to showcase our new Part 103 trike, the Thermalite (or TLite) with also-new Core wing," Airborne announced. Company director Russell Duncan (photo) said TLite's most distinctive feature is the Bailey 4V-200 engine from England. A 200cc SOHC four-stroke puts out 22 horsepower at 8200 rpm via a Poly-V belt reduction drive. Thanks to a low weight of just 43 pounds Bailey engines have seen wide use on powered paragliders. "These are beautiful engines purpose built for ultralights," clarified Russell. Airborne also notes that the wing has been tested to Light-Sport Standards assuming a pilot weight of 242 pounds. On my visit to Wallaby today, I got a chance to take a flight in the Thermalite/Core. What a sweet little machine! Even without hearing protection and at full throttle noise is modest. Engine shut down and restart is simple. Climb isn't fast but more than sufficient. Handling on the Core wing was light and effective, a one-handed flyer if conditions permit. Both wing and trike carriage fold up for transport by pickup or trailer and since it weighs only 238 pounds empty (well under the Part 103 weight limit of 254 pounds), Thermalite won't be too much to handle. Seek out Airborne at Sun 'n Fun to get more info, but here's a few extra tidbits from my early screening. Thermalite will cost $18,300 plus shipping making a U.S. total of just under $20,000. That is a complete price with four-stroke engine, electric start, and a ready-to-fly weight shift trike. Thermalite carries just three gallons of gasoline yet several folks flew the machine throughout the day on a single tank. I took off with a gallon and a half on board and couldn't tell I used any on landing (which I did engine off). Can you tell I enjoyed Thermalite?

Sometimes you’re in the right place at the right time. Well, OK, I’m biased but I think pretty much any time at Wallaby Ranch — the iconic hang gliding facility south of Disney Orlando — is a good time. When it also happens to be “Demo Days,” Wallaby is a jumping place! Demo Days is a longstanding activity where the California manufacturer, Wills Wing, brings its newest hang gliders by the truckload so that any qualified pilots can fly them for purchase evaluation. Lots of other folks show up because it’s fun and exciting but also because organizers hold the event right before Sun ‘n Fun starts. Wallaby customers compose the perfect crowd for introducing a lightweight trike that can be flown for soaring fun. Airborne Australia is the down under manufacturer of both hang gliders and a successful line of trikes; they own SLSA status for their XT-912 and XT-912 Outback.

Pipistrel Benchmarks, News, Developments

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Pipistrel's smooth Sinus/Virus family reached 500 units delivered.

Proud Pipistrel staff members cluster for a photo celebrating the 500th delivery of the Sinus/Virus line; they grouped around the company's newest model the Alpha Trainer.

A new Taurus G2 Electro is about to be unveiled.

Dealers and mechanics from around the world gathered at the Pipistrel factory for intensive training.

The company's Panthera four-seater is undergoing testing, seen here on the T-Tail structure.

Known for their several lucrative wins at the NASA Challenge events, Pipistrel also logged market successes in the USA and around the world during 2012. The manufacturer with a range from weight shift trikes to electric-powered gliders to Light-Sport Aircraft to their four-seat Panther in development has become a company to watch. At the end of the year, the Slovenian company with a production facility in Italy had plenty to discuss. Most notably, the company built their 500th aircraft from the Sinus/Virus family. These sleek machines include the Sinus ("Seen-Us") motorglider, the Virus ("Veer-Us") lightplane and shorter-winged version called the Virus SW. The company proudly announced, "Together with the other models and the powered-hang gliders, this means we have made well over one thousand flying devices!" Aircraft number 500 buyer was Charles Dalglish from Australia. The aircraft was handed over to distributor Michael Coates whose organization includes U.S. sales.This year Coates recorded his 100th delivery. Clearly the year just completed was one of significant numerical achievements for Pipistrel and they gathered their staff to celebrate the occasions (photo). Pipistrel last won at NASA's Green Challenge with their unusual Taurus entry that featured two fuselages joined by a major electric motor housing. That distinctive aircraft was never intended for production but lessons learned resulted in a December 2012 delivery of their updated Taurus G2 Electro to a father and son from New York. Pipistrel reports the G2 has "improved battery management system, more powerful electrical engine, and the charger is now portable as well." The aircraft is capable of delivering more power from the batteries with shorter recharge cycles, providing 1000+ cycles with new lithium-ion batteries. New custom-developed cockpit instruments help inform the pilot. Without well trained dealers and mechanics out in the field, no factory can keep customers or authorities fully satisfied. So, like other top LSA producers, Pipistrel held a dealer training session in their factory in late November. Such gatherings are also a chance to gain feedback from those dealing directly with customers. As Pipistrel reported, "Distributors received important education about maintenance, flight training, new models such as the Alpha Trainer and the Virus SW iS. They also participated in the factory strategic planning by providing market feedback from their countries and new, fresh ideas for our product line." Moving beyond their focus of sporting aircraft, Pipistrel debuted their sleekly shaped entry in the four seater category called the Panthera. The company reports getting many requests for an update on its development. Officials wrote that they've seen "major advancements in three areas: specialized test equipment, aircraft structural tests, and preparation for certification." After designing and building structural testing equipment Pipistrel engineers and technicians were able to perform torsion, stress, and deformation tests of aircraft structures. They report coordinating with European governing authorities at EASA to obtain [initial] approval for certified aircraft production. Pipistrel joins LSA builders — Evektor, Flight Design, and Tecnam — in work on a four seat product (Tecnam and Evektor are underway with even larger models as well).

Known for their several lucrative wins at the NASA Challenge events, Pipistrel also logged market successes in the USA and around the world during 2012. The manufacturer with a range from weight shift trikes to electric-powered gliders to Light-Sport Aircraft to their four-seat Panther in development has become a company to watch. At the end of the year, the Slovenian company with a production facility in Italy had plenty to discuss. Most notably, the company built their 500th aircraft from the Sinus/Virus family. These sleek machines include the Sinus (“Seen-Us”) motorglider, the Virus (“Veer-Us”) lightplane and shorter-winged version called the Virus SW. The company proudly announced, “Together with the other models and the powered-hang gliders, this means we have made well over one thousand flying devices!” Aircraft number 500 buyer was Charles Dalglish from Australia. The aircraft was handed over to distributor Michael Coates whose organization includes U.S. sales.This year Coates recorded his 100th delivery.

Airshow China in Zhuhai … a Photo Essay

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Chip Erwin of Czech Aircraft Works fame is now operating in China as Triton. We'll have more on his new enterprise in a future SPLOG post.

Recognize these? Triton is building the Mermaid amphibian and the SC3D follow-on to the SportCruiser Chip Erwin's team originally created.

Another familiar look is the Van's RV-12. Van's aircraft operate in many countries.

SeaRey, recently SLSA approved in the USA, has been working on entering China for several years.

"Nine Eagles" ... is a "multifunctional motor glider" by Shanghai Nine Eagles Electronic Technology Co Ltd. The company is widely known for radio-controlled models and has recently become an agent for aircraft such as the Ibis Magic and Rotorway A600 Talon. This seems to be its first indigenous product, but it is saying nothing more. Update from Paul Jackson of Jane's All the World's Aircraft.

This handsome cantilever high wing is the Rui Xiang fuel cell research aircraft designed by Shenyang Aerospace University on behalf of Research Institute of Liaoning General Aviation Policy and Technical Advisory Services. It has one 30 kW (40 hp) Sineton A37k154 electric motor with 7.5 kWh lithium fuel cell. Gross weight is 1,056 pounds; span 47 feet; max level speed 82 knots. It is uncertain if RX1E has flown and no known plans for marketing have been announced. It seems to share tail unit with LN-60F UAV from same source. genous product, but it is saying nothing more. Update from Paul Jackson of Jane's All the World's Aircraft.

The Sunward Aurora was created by Hunan Sunward Science and Technology; it is essentially an Italian Fly Synthesis Texan. The prototype shown in 2008 is now in production, with at least four built and registered. Built with full collaboration of Fly Synthesis, who flew one in Italy and then shipped it to China for trials (still with its Italian registration in the cockpit). Update from Paul Jackson of Jane's All the World's Aircraft.

The VoyageTech Black Headed Gull was first shown in 2012 by Nanchang Aviation University powered by the Rotax 912S. Gross weight is 1,210 pounds; span 27 feet; max level speed 125 knots. It was first flown on or before June 8th, 2011 and is offered for sale at Chinese Yuan 700,000 (about $113,000). Update from Paul Jackson of Jane's All the World's Aircraft.

Back to one we know, this is Brazil's SeaMax amphibian.

The Spanish Colyaer Freedom amphibian has been seen in American and the company may appear at Sun 'n Fun 2013.

Canada's Mosquito ultralight helicopter.

The yellow one reads "HappyGyro" but these appear to be the Auto Gyro Calidus and MTO Sport.

Photographer and aviation leader Jan Fridrich (L) poses with the Czech Ambassador to China Mr. Libor Sečka in the Czech LAA booth.

Last month the southern China city of Zhuhai hosted a large collection of aircraft at Airshow China. We've been hearing about this once-closed country in matters of aviation so often, I thought it would be something different to show a collection of photos taken by my LAMA Europe colleague, Jan Fridrich. He works for the Czech Light Aircraft Association and you know his name as the man who does the hard work to gather figures for our regular LSA market surveys. Another associate of mine, Will Escutia, one of the new owners of Quicksilver Aeronautics, also traveled to China recently. Visiting dealer prospects in the north of the large country Will reported that he sees four main forces driving the opening of aviation in China: (1) airspace below 3,000 meters is opening to civilian aircraft; (2) high interest in flying follows that airspace opening; (3) government is concerned about their economy and aviation is seen as helpful; (4) entrepreneurs are jockeying to take early advantage of the burgeoning market. Will observed the limitations to growth as bureaucracy and regulations that stifle faster development; the need for a Type Certificate with costs that are still too high; a need for a commercial pilots license; laws that hold a pilot responsible for any death, a deterrent to wealthy Chinese; and flying between cities remains prohibited so pilots can fly only about 60 kilometers around airports and you need to land where you took off. As he is not fluent in Chinese, Jan was not able to determine the brands of all aircraft but it's still fun to see what showed at Zhuhai. Some you'll recognize and captions will name aircraft that could be identified. Thanks to Jan Fridrich for all these photos!

Last month the southern China city of Zhuhai hosted a large collection of aircraft at Airshow China. We’ve been hearing about this once-closed country in matters of aviation so often, I thought it would be something different to show a collection of photos taken by my LAMA Europe colleague, Jan Fridrich. He works for the Czech Light Aircraft Association and you know his name as the man who does the hard work to gather figures for our regular LSA market surveys. Another associate of mine, Will Escutia, one of the new owners of Quicksilver Aeronautics, also traveled to China recently. Visiting dealer prospects in the north of the large country Will reported that he sees four main forces driving the opening of aviation in China: (1) airspace below 3,000 meters is opening to civilian aircraft; (2) high interest in flying follows that airspace opening; (3) government is concerned about their economy and aviation is seen as helpful; (4) entrepreneurs are jockeying to take early advantage of the burgeoning market.

Dynon SkyView Class Before Sebring Expo 2012

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Our group was overwhelmingly instrument-rated pilots, not a flock of fresh students taking basic flight classes. Here were many experienced pilots paying rapt attention to a delivery by Kirk Kleinholz as he launched a series of classes covering the operation of the Dynon SkyView. *** In a few days, Kirk will repeat this several times via twice-daily classes offered at the Sebring Expo. Sebring sessions are free, though later classes may carry some tuition. *** Kirk needed to be highly knowledgeable with the Spruce Creek Fly-in group, and he is. A CFI-Instrument, he's an expert on Dynon's glass screens and matching SkyView to the mission. *** SkyView is a computerized EFIS (Electronic Flight Information System) offered in 7- or 10-inch sizes that display synthetic vision, moving map, and engine info.*** Kirk's two-overhead-screen projection system allowed us to see his points while also viewing the effect of adjustments on a master SkyView unit that was linked to Dynon's modestly-priced autopilot servos ($750 each). To better establish skills, attendees shared four functioning SkyView units. Three units ran a simulator mode that allowed the rest of us to fiddle with knobs and try to keep up. *** Keeping up will be its own challenge. As airplane instruments go the way of the information revolution (as in computers and, increasingly, biology), SkyView is hardware combined with software. Regularly throughout his talk, Kirk noted that some new feature or refined adjustment was coming in a new software release. Most of these updates are offered free of charge, but you'll have to learn new techniques. Sound familiar? *** Ah, SkyView proves it's a long, long way since the analog instruments of... well, just a few years ago. The rush of technology in the cockpit is equally as amazing as that rush affecting us everywhere: laptops, smartphones, tablets, and innumerable other gizmos. Everything seems to come with a manual nowadays except that the manual is probably on an iPad. Some lament the loss of our beloved "steam gauges." I understand. We knew those instruments so well. *** After three and a half hours of intense Dynon education, I still feel I need a few hours of hands-on use to be adequately proficient. It will take even longer to be totally fluent with SkyView and related Dynon gear such as their autopilot. That learning curve is one important reason Dynon is working to educate pilots. They realize pilots will be safer if they know and understand — and are not distracted by — their digital avionics. Another reason is to help owners get all they want out of these marvelous devices. As I reflect on what I had to learn to determine location by triangulating vectors with a VOR or flying a back course ILS approach, I realize these SkyViews aren't so hard. And after some point of learning, I realize my situational awareness will be vastly better than with the old round dials. Embrace your digital future! Thanks for the class, Dynon and Kirk!

Our group was overwhelmingly instrument-rated pilots, not a flock of fresh students taking basic flight classes. Here were many experienced pilots paying rapt attention to a delivery by Kirk Kleinholz as he launched a series of classes covering the operation of the Dynon SkyView. *** In a few days, Kirk will repeat this several times via twice-daily classes offered at the Sebring Expo. Sebring sessions are free, though later classes may carry some tuition. *** Kirk needed to be highly knowledgeable with the Spruce Creek Fly-in group, and he is. A CFI-Instrument, he’s an expert on Dynon’s glass screens and matching SkyView to the mission. *** SkyView is a computerized EFIS (Electronic Flight Information System) offered in 7- or 10-inch sizes that display synthetic vision, moving map, and engine info.*** Kirk’s two-overhead-screen projection system allowed us to see his points while also viewing the effect of adjustments on a master SkyView unit that was linked to Dynon’s modestly-priced autopilot servos ($750 each).

Stick Wigglers Versus Glass Panel Geeks

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Flight Design's new CTLSi. photo by James Lawrence

If you know Garmin's touchscreen aera 500-560, you already know how to work the 796... though it offers much more than the smaller units.

Dynon's popular SkyView now presents weather, traffic, and allows control of the transponder and autopilot.

You can add GPS and ADS-B info to your iPad or smartphone using Dual Electronic's new XGPS170.

After flying more than 350 different aircraft models, I became rather adept at what some pilots call "stick wiggling." The reference is for all the actions you take to physically fly the plane. Heck, it's about all you do on very basically-equipped ultralight aircraft that I still love to fly. Modern LSA, however, typically offer loaded instrument panels and while I check out stalls, flight qualities and landings of a Light-Sport Aircraft, I rarely get any time to play with the panel goodies. Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek. Brian will be a dealer for Flight Design models also providing maintenance and other services. I took a four-hour Dynon SkyView class almost a year ago and it felt like I'd forgotten everything. Some of it stuck but it was helpful to have Brian showing me around these highly capable devices. SkyView incorporates the usual mind-boggling array of PFD/EMS/GPS with Synthetic Vision but this CTLSi also had the Dynon transponder and auto pilot. The Garmin aera 796 offered traffic alerts, XM weather, every chart you might need and so much more. Frankly, the whole setup was sensory overload and three hours of actual use is still not enough to master all it can do. By the time we completed the round trip I was feeling good. I made two good landings proving my stick wiggling skills were intact. And I knew a great deal more about the dazzling panel. Both activities are fun, but they are separate skills and each needs constant polishing for best results. Dynon Avionics is now shipping their ADS-B unit that coordinates with the SkyView system.  A remotely mounted module provides easy — and free! — access to weather and traffic information. Selling for $995 the new unit is an affordable and permanently mounted ADS-B "In" device designed specifically for experimental and light sport aircraft. Paired with Dynon's Mode-S transponder, you also get ADS-B "Out" that wakes up the ADS-B ground stations and causes them to send a traffic portrait that includes all known ADS-B targets around the SkyView-equipped aircraft. The new ADS-B capability only functions in the USA. Coordinating with the new hardware, SkyView Software Version 5.0 was recently released to support ADS-B weather, traffic and more. Version 5.0 is a free upgrade for all existing SkyView owners. Dual Electronics has started shipping its new XGPS170 panel-top unit with ADS-B receiver that works with iPad, iPhone, and Android devices. Dual's tiny device currently works with WingXPro from Hilton Software and the company said it will soon be able to use apps from Jeppesen, Flight Guide, and other developers. XGPS170 features a high-accuracy WAAS GPS receiver plus an ADS-B receiver that can present weather and traffic. The receiver, which sells for $799, connects wirelessly via Bluetooth, and can link to two tablets simultaneously. A built-in rechargeable battery lasts up to five hours in continuous use, and a 12-28V charger is included.

After flying more than 350 different aircraft models, I became rather adept at what some pilots call “stick wiggling.” The reference is for all the actions you take to physically fly the plane. Heck, it’s about all you do on very basically-equipped ultralight aircraft that I still love to fly. Modern LSA, however, typically offer loaded instrument panels and while I check out stalls, flight qualities and landings of a Light-Sport Aircraft, I rarely get any time to play with the panel goodies. Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek.

Canada’s First Electric-Powered Ultralight

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Randy Rauck prepares to make a flight in Canada's first electric-powered ultralight. photo by Trevor Batstone

Using North Wing's Solairus trike and wing, Rauck added electric power. photo by Trevor Batstone

Electric power virtually eliminates vibration, noise, and pollution, said Rauck. photo by Trevor Batstone

Batteries on "Green 1" offer an hour's flight, more than enough to get a soaring pilot to thermal altitude. Rauck plans a charging station at his airpark, so pilots can swap batteries and continue flying. photo by Trevor Batstone

From the land of sky-blue waters comes ... no, not a beverage but Canada's first electric ultralight. And sky-blue waters aren't the point; instead, it's all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who's done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, "I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound." When he's not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. "I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine. Those engines demand more maintenance, make noise, cause pollution ... and I just thought electric could be better in every way," he explained. Photographer Trevor Batstone wrote, "On December 8, 2012 [we saw] the inaugural flight of C-IYUP, the first electric-powered ultralight in Canada. Randy Rauck, pilot and owner, lifted the wheels of the ground for the first time, completing two flights here at CYPK in Pitt Meadows, BC." Dubbed "Green 1" the light trike was built by eUP Aviation Inc., in collaboration with American trike and wing producer North Wing, whose owner Kamron Blevins agreed that Randy could use one of his trikes and the new Solairus (video) wing. "Kamron said he'd been thinking about electric power but lacked the time, so we got together on this," said Randy. Randy's main enterprise is running an active hang gliding flight park and his Raven Aviation enterprise. At this he is eminently qualified with a long history. In addition Randy worked with Darrell Murphy on projects like the biplane Renegade plus the metal monoplane Maverick and other Murphy powered aircraft. Developed in association with John McClintock under the name eUP Aviation, Green 1 is powered by a 84 volt, 19 KW hours, or 26-hp electric motor fueled by a one-hour duration battery pack. In test flights it has climbed 600 feet per minute making the effort to reach an altitude where thermals can be found and exploited no more than a 3-5 minute flight. Of course it all happens with very low noise that Randy says makes for improved neighbor relations. "We do plan to sell the package but we're still working out pricing and supply. We've agreed to collaborate with Kamron and North Wing. They'll supply the trike and wing and we'll do the electric system." He notes electric motor parts are sourced from Europe and Asia. No details have been confirmed at this writing about North Wing handling U.S. sales but all are excited about early results and intend to keep forging ahead. "We may come to Sun 'n Fun 2013 and by then we may have details worked out more fully," finished Rauck.Below you can see eUP's wing-mounted video:

From the land of sky-blue waters comes … no, not a beverage but Canada’s first electric ultralight. And sky-blue waters aren’t the point; instead, it’s all about blue skies and getting up to them for a bit of soaring fun. Thanks to my journalist friend Russ Niles, Editor-in-Chief of AvWeb (one of my favorite aviation websites), I heard about a Canadian friend who’s done some interesting development work. Given the general excitement about electric power and my personal interest in soaring flight, I called up my old friend. Like many of us who enjoy soaring hang gliders, developer Randy Rauck said, “I always wanted to apply electric to a lightweight trike so we could quickly and easily fly our hang gliders up to where the thermals abound.” When he’s not creating a new powerplant Randy runs the Freedom Flight Park in Lumby, BC Canada. “I wanted to try electric to get away from the vibration of a lightweight two-stroke gasoline engine.

iLSA & CTLSi — Much More than Fuel Injection

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Cowling "eyebrows" are one clue to the new fuel-injected engine underneath.

On the tail, a little "i" also helps identify the Rotax 912 iS powerplant. Read our FAQs about the new engine.

Flight Design's popular CTLSi is ready to fly for 2013.

While Flight Design was busy with CTLSi changes, they also took time to celebrate their 25th birthday with this handsome black & silver limited edition "Jubilee" model.

The first iLSA are flying in the USA. Springboarding from Apple's famous iDevices, why not iLSA? This stands for "i" Light-Sport Aircraft, meaning they're fuel injected, which today suggests Rotax's new 912 iS engine. Tecnam has announced P2008s with the new powerplant. Pipistrel has iS models, too. Others will follow, although Remos indicated they are taking a wait-and-see approach to the new powerplant. All models remain available with the carbureted version of the 912s in 80 or 100 horsepower. (See this earlier article about the newest Rotax and this one with a video.) Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year's model. Most often reported is reduced fuel use. Tom wrote, "CTLSi has improved fuel economy, reduced carbon emissions, and does not require leaded fuel. The Rotax 912 iS engine operates with standard auto fuel up to 10% Ethanol." He added that the powerplant is an attractive modern engine installation that allows for simpler operation and lower maintenance; mechanics will no longer need to sync two carburetors. Though the 912 engine has changed considerably, it retains the 2,000-hour overhaul time and Flight Design boosted their warranty on both airframe and engine. In the nose-on photo, you can see two small "strakes" that give the cowling a gutsy appearance. According to Flight Design's John Doman, "The 'eyebrows' on the cowling provide clearance for the fuel injection rails." Those nose cowl alterations and a little "i" on the tail behind "CTLS" are all you see from the outside. Under the cowling, more changes await close inspection. Tom Peghiny continued, "Extra alternator output supports increased electrical systems on our new CTLSi and works in conjunction with a lithium-ion main battery." He noted, "The upgraded model has a new header tank with an additional 1.7 gallons of fuel, a low fuel warning light, and even moreso than before, CTLSi offers super long range flights." Besides simpler operation, Tom said, "CTLSi has a highly redundant installation with a Rotax-supplied fuel pump system that works very well with Dynon's Engine Monitoring System and special EMS modules." A new fuel selector now provides a graphic indicator on SkyView multi-function display. Yet the CTLSi changes are not all engine and fuel system related. A new electric trim control features a graphic indicator on the SkyView MFD; Dynon's SkyView sythetic vision now offers an ADS-B option for 2013. Whelen lights were added for 2013; audio alarms are increased on SkyView in a "pleasant voice," Tom said. He went on, "Three GPS systems are on board including three synthetic vision systems; a redundant air data, attitude, and heading reference system (shorthand: 'ADAHRS') with battery backup." The last reference means CTLSi can lose all electrical generation and still fly with battery back up. The Garmin 796 can be used as touchscreen navigation device complimented by XM weather and music with info about TFRs and other flight impediments. The whole system offers seamless integration with the Dynon autopilot for navigation, greatly relieving pilot workload. Finally CTLSi offers 100% LED lighting including landing light and a 12-volt plug for an iPad or other mobile devices. Apple fans even have an input for their iPod. In short, Tom finishes, "This is not your father's LSA!"

The first iLSA are flying in the USA. Springboarding from Apple’s famous iDevices, why not iLSA? This stands for “i” Light-Sport Aircraft, meaning they’re fuel injected, which today suggests Rotax’s new 912 iS engine. Tecnam has announced P2008s with the new powerplant. Pipistrel has iS models, too. Others will follow, although Remos indicated they are taking a wait-and-see approach to the new powerplant. All models remain available with the carbureted version of the 912s in 80 or 100 horsepower. (See this earlier article about the newest Rotax and this one with a video.) Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year’s model.

Air Creation Skypper Wins SLSA #130

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Air Creation's newest... Skyyper, SLSA #130.

Skypper retains Air Creations rakish nose fairing.

Looking closely at the carriage, you can see it is constructed of welded components.

Skypper is simpler and that means lower cost. How does $50,000 for a ready-to-fly Light-Sport sound?

Congratulations to Air Creation USA for winning Special Light-Sport Aircraft approval for their newest weight-shift control aircraft called the Skypper. That's a worthwhile achievement for any new LSA, but before I tell you how this model is different, let me do another explanation. In summer of 2012, FAA issued an internal order — meaning it was intended for their field offices and Designated Airworthiness Representatives (DARs) and others. This order with a name only a government agency could love — 8130.2G CHG1 — changed some of the rules about how aircraft gain their SLSA Airworthiness Certificates. One company that got trapped by the learning curve that followed was Air Creation USA, these days operated by Neil Bungard. Neil was relatively new to the ASTM standards process and any misunderstanding he may have had of CHG1 was matched by FAA officials and non-FAA DARs. Everybody had to read and decipher FAA marching orders as described in the lengthy document. Few fully understood it when Neil first tried to get his new model approved and since one of the things CHG1 specifically called out was a "new model," this started a series of hoop-jumping exercises that consumed Neil's time for many weeks. To his credit, he sorted it all out and therefore was awarded a new certificate for Skypper. Therefore, let me repeat my congratulations! Some years ago Air Creation gained SLSA approval for the Tanarg 912 and the GTE 912. Skypper has similarities to each but is not identical, therefore despite the earlier approvals, Skypper represented a "new model" and thereby Neil got tripped up by CHG1. Confused? Well, now you know how Neil felt. However, all's well that ends well and the end was full approval for a new model. Whew! As the importer Neil wrote, "Some of the things that I like about the Skypper include: • lower center of gravity; • wider wheel base; • truss-built frame; • adjustable differential braking (front and back wheels); • easy bolt-on fairing option, and • Rotax 582, 912-80 hp, and 912-100 hp engine options." He added that Skypper flies well with Air Creation's legacy wings (Fun 450, iXess, Kiss) plus their new variable-geometry wings (Bionix 15 and 13, and Nuvix). Neil also said, "Skypper's price is coming in at about $50,000 for the 100-hp version given the current exchange rate between dollars and euros. rate. Compared to most choices, $50,000 is a great value for a new SLSA with the same powerplant most SLSA presently use. This engine alone accounts for nearly $20,000 of the full price. Note that by a "truss-built frame" Neil refers to a welded steel carriage versus aluminum tubes gusseted together with bolts. Air Creations first debuted welded carriage frames on the Tanarg (pilot report) but has now obviously refined the effort (nearby photos). Variable geometry wings mean that the spread of the wings can be changed at any time. This can have a significant effect on speed or handling and is a development the hang gliding world refined some years back. FAA noted recently that they will begin specifying which wing can be used with which SLSA trikes. Wings can make quite a bit of difference in how the aircraft performs and for this reason trikes have unusual flexibility mostly unmatched in fixed LSA (with one noteworthy exception being the Phoenix LSA motorglider that can change wing tips to achieve different flight characteristics).

Congratulations to Air Creation USA for winning Special Light-Sport Aircraft approval for their newest weight-shift control aircraft called the Skypper. That’s a worthwhile achievement for any new LSA, but before I tell you how this model is different, let me do another explanation. In summer of 2012, FAA issued an internal order — meaning it was intended for their field offices and Designated Airworthiness Representatives (DARs) and others. This order with a name only a government agency could love — 8130.2G CHG1 — changed some of the rules about how aircraft gain their SLSA Airworthiness Certificates. One company that got trapped by the learning curve that followed was Air Creation USA, these days operated by Neil Bungard. Neil was relatively new to the ASTM standards process and any misunderstanding he may have had of CHG1 was matched by FAA officials and non-FAA DARs. Everybody had to read and decipher FAA marching orders as described in the lengthy document.

He Did It! Flying at 100 in His LSA

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Guy Reynolds sits in the cockpit of his Evektor SportStar light sport aircraft Friday [November 30, 2012] before taking the controls for a flight around the Eastern Regional Airport to celebrate his 100th birthday. He is the oldest known licensed pilot in [West Virginia]. photo of Guy Reynolds by John McVey of the Martinsburg, West Virginia Journal newspaper

What will you do on your 100th birthday? Guy went for a flight.

Guy signs a prop that will be on display in the airport terminal. Bart Rogers who sent this photo wrote, "I've promised all other aviators they can sign it when they turn 100."

Dramatic SportStar sunset shot by James Lawrence

This article follows up on an earlier one about Guy Reynolds. Yesterday, on his 100th birthday, Guy took the skies as he has so regularly, flying his Evektor SportStar with a fellow pilot along for safety. Rather than interpret, I present local journalist John McVey's entire piece below. John also gives you a perspective on Guy, a fellow aviator we can all admire. The following was written by John McVey and published by the Martinsburg, West Virginia Journal newspaper. Bold accents are added. —DJ MARTINSBURG — Thomas Guy Reynolds Jr. eased back on the stick of his Evektor SportStar light sport aircraft and it lifted effortlessly off the runway at the Eastern Regional Airport. He circled the field three times, making a couple of low passes over the runway for pictures, and softly set his plane down. That would not be extraordinary, but Reynolds flew Friday on his 100th birthday. He is the oldest known licensed pilot in West Virginia and definitely the senior pilot in this region. "The flight was fine," Reynolds said afterward. "The air was nice and smooth." He takes a co-pilot with him in his two-seater plane, usually Bart Rogers, but flying on his birthday has become a tradition as well as celebrating the day with fellow pilots at the airport, who fly in to enjoy lunch, cake and stories. "I hope to fly on my 101st birthday," he said. Rogers was grateful for the weather Friday, which was perfect for flying — little wind and clear skies. "It is a thrill to fly with someone who's 100 years old," Rogers said. "He's as sharp as a tack." And Rogers does not touch the controls. Reynolds is the pilot. Needless to say, Reynolds' centennial birthday was very special, drawing a quite a crowd of family, friends and admirers. "I am in awe of him, totally in awe," said Ann Reynolds Carden, who traveled from New York to see her father fly. "He doesn't have any fear, so I'm not afraid when he flies, but I don't like to fly." Understandably, she is extremely proud of her father. "He is a wonderful father; he's a good man; he's an amazing, incredible human being," Carden said. Reynolds was born in Martinsburg November 30, 1912, the son of the late Thomas Guy Reynolds Sr. and Lora Lenora Stotler Reynolds. He graduated from Shepherd College in 1933 with a degree in education. Reynolds taught school in Berkeley County for 18 years; ran his own television and radio repair business; served as an electro-mechanical designer for Thieblot Aircraft Co., which was located at the airport; and worked as an engineer at Corning Glass Works in Berkeley County, where he was appointed to the position of senior associate. He was the first person at the local plant to receive that honor. Reynolds took his first flight from Shepherd Field, now the Eastern Regional Airport, in 1929 in a Ford Trimotor airplane. In 1943, he organized the Martinsburg Composite Squadron of the Civil Air Patrol, serving as its first commander. The unit's insignia bears his initials. After World War II, Reynolds served as chairman of the West Virginia Aeronautics Commission for two terms. He was recognized in 2004 as the Berkeley County Citizen of the Year for his lifetime of volunteer service to the community. In 2006, Reynolds was named an Outstanding Alumni of Shepherd University. He was inducted into the West Virginia Voter Hall of Fame in 2008 for having voted in every general election since at least 1942, when records were first kept. And on his 93rd birthday, he made a parachute jump — a lifelong ambition — with the Chambersburg, Pennsylvania Parachute Club. He was, and as far he knows, remains the oldest person to parachute in Pennsylvania. "I'm just blessed, that's all I can say," Reynolds said about his aptitude for flying during media interviews. "I'm lucky I can fly. I feel comfortable in the air, relaxed and I enjoy it." Asked for his advice to young people, he said, "If you want to do something, do it. You don't know when you might not be able to do it."

This article follows up on an earlier one about Guy Reynolds. Yesterday, on his 100th birthday, Guy took the skies as he has so regularly, flying his Evektor SportStar with a fellow pilot along for safety. Rather than interpret, I present local journalist John McVey’s entire piece below. John also gives you a perspective on Guy, a fellow aviator we can all admire. The following was written by John McVey and published by the Martinsburg, West Virginia Journal newspaper. Bold accents are added. —DJ MARTINSBURG — Thomas Guy Reynolds Jr. eased back on the stick of his Evektor SportStar light sport aircraft and it lifted effortlessly off the runway at the Eastern Regional Airport. He circled the field three times, making a couple of low passes over the runway for pictures, and softly set his plane down. That would not be extraordinary, but Reynolds flew Friday on his 100th birthday.

Cubs at the Creek Plus a Peek into the Future

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Ron Bishop of Ventus LLC poses with his AmphibCub.

An immaculately restored 1955 Piper Pacer seen at the Spruce Creek event.

Piper's original Pacer and Tri-Pacer sold well in the 1950s.

On a lovely day recently at my home airflield — Spruce Creek Fly-in — local Cub afficianado Ron Bishop assembled quite a few of American Legend's handsome yellow Cub lookalikes. The affair, complete with the requisite hot dog lunch attracted about 200 visitors said Ron. They saw more than Cubs as a SeaRey, a CTsw and a Jabiru also joined the party. All were available for a closer look. Ron Bishop is representing the American Legend Cub line and displayed an example of almost every one, from the Super Legend out front (more on that in a minute), several Cubs on wheels, and the one Ron has been flying regularly around Spruce Creek, the AmphibCub. The outing was an occasion for potential buyers to select a Cub of their choice and Ron reported two did just that. They'll be smiling and so was Ron. Calling his new LSA company Ventus LLC (Greek for "wind"), Bishop will quarter his enterprise with longtime Spruce Creek FBO Yelvington Jet Aviation. Ron reported that the Super Legend is now about to enter production and should be available as the new year arrives. Super Legend is powered by the potent Lycoming O-233 engine (video) and that should make it a lively performer, especially when fitted with floats. The O-233 has 115 horsepower on the standard LSA version, features electronic ignition, and is a multi-fuel engine meaning it can use mogas (even with 10% ethanol), avgas, or a mixture... much like the Rotax is able to do. All this means when you float up to the marina, you can likely fuel up and not have to seek out an airport. The O-233 is now only a few pounds heavier than the more commonly used Continental O-200, which is why American Legend has been able to adapt the American-made powerplant. To assure Super Legend stays within the LSA weight parameters, carbon fiber has been used in many areas of the airplane. Get more details on our video. All that effort to accommodate Lycoming and to lighten the airplane will come into good use when American Legend sets out on a new project that Ron Bishop revealed at his event. The fresh news I uncovered is a plan to make a replica edition of Piper Aircraft's popular Pacer. The Florida company made their four-place PA-20 Pacer and PA-22 Tri-Pacer models in the post-World War II period. After the nose dragger model came out it outsold the taildragging Pacer six to one; more than 8,000 Tri-Pacers were produced between 1953 and 1960. Ron indicated that Legend boss Darin Hart is already at work on the Pacer variation, albeit with only two seats to qualify as a Light-Sport. That change and the addition of carbon fiber cowling and wheel pants plus other weight savings should help the Texas producer keep their version of the Pacer lean and lively. They plan to use the 115-horsepower, 2,400-hour TBO Lycoming O-233 just as on the Super Legend. Ron said he hoped they could complete the project by end of summer 2013.

On a lovely day recently at my home airflield — Spruce Creek Fly-in — local Cub afficianado Ron Bishop assembled quite a few of American Legend’s handsome yellow Cub lookalikes. The affair, complete with the requisite hot dog lunch attracted about 200 visitors said Ron. They saw more than Cubs as a SeaRey, a CTsw and a Jabiru also joined the party. All were available for a closer look. Ron Bishop is representing the American Legend Cub line and displayed an example of almost every one, from the Super Legend out front (more on that in a minute), several Cubs on wheels, and the one Ron has been flying regularly around Spruce Creek, the AmphibCub. The outing was an occasion for potential buyers to select a Cub of their choice and Ron reported two did just that. They’ll be smiling and so was Ron. Calling his new LSA company Ventus LLC (Greek for “wind”), Bishop will quarter his enterprise with longtime Spruce Creek FBO Yelvington Jet Aviation.

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