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Pipistrel Able to Deliver Customer LSA Again

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Pipistrel has been grounded while FAA determined where the aircraft are manufactured.

Pipistrel aircraft can now joyfully take to American skies once again.

Two days ago, Aero-News Network was first to break a news story ("Stupid Fed Trix") about FAA blocking Pipistrel from the ability to get Airworthiness Certificates for aircraft awaiting customer delivery. The problem was not a new model FAA had never seen. It was for models already in the country and flying with typical LSA approval. The problem? FAA didn't seem sure where those LSA were made and in the arcane world of federal government approval, a LSA cannot be built in a country where FAA does not have an understanding with local aviation authorities called the Bilateral Safety Agreement (BSA). Bored yet? *** Maybe... but if you were one of the customers who paid for an aircraft that you could not fly, you wouldn't be bored. You'd be mighty unhappy. You paid for it. The aircraft has no problems except for the BSA issue (which cannot make an existing aircraft any safer). Your plane is in country. Yet it sits, ground-bound. *** Fortunately, the news got better and this may be almost entirely due to media shining a bright light on the subject. While we all grouse about media of all kinds distorting the facts, showing a bias, or other stupid "trix" of their own, media has a role in society and this story shows it clearly. Kudos to ANN editor Jim Campbell for flicking on the big searchlight. *** At the close of business yesterday FAA issued the following statement, which we only edited to show the correct spelling of Pipistrel: "Earlier this year, Pipistrel's Italian-based light-sport aircraft subsidiary submitted an application to the FAA for special LSA airworthiness certification on a Taurus 503 motor glider. The FAA wanted to ensure that the application included sufficient proof the aircraft were built in Italy. We now believe we have sufficient evidence that the aircraft are manufactured at the Italian facility. We will contact Mr. Coates of Pipistrel to resolve the remaining issues. In describing the various aspects of our inquiry, staff anecdotally indicated that the Pipistrel LSA s.r.l. facility was not visible on Google Earth, but that was not an official factor in considering the application." *** Now those Pipistrel owners will get some air under their wings and the Pipistrel dealers, importer, and factory can get back to business. I can hear the "Whew!" loud and clear.

Two days ago, Aero-News Network was first to break a news story (“Stupid Fed Trix”) about FAA blocking Pipistrel from the ability to get Airworthiness Certificates for aircraft awaiting customer delivery. The problem was not a new model FAA had never seen. It was for models already in the country and flying with typical LSA approval. The problem? FAA didn’t seem sure where those LSA were made and in the arcane world of federal government approval, a LSA cannot be built in a country where FAA does not have an understanding with local aviation authorities called the Bilateral Safety Agreement (BSA). Bored yet? *** Maybe… but if you were one of the customers who paid for an aircraft that you could not fly, you wouldn’t be bored. You’d be mighty unhappy. You paid for it. The aircraft has no problems except for the BSA issue (which cannot make an existing aircraft any safer).

Rotax Gains Approval for Fuel-Injected 912 iS

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You cannot simply make good and safe airplanes, engines, or gear for Light-Sport Aircraft. You also have to secure ASTM approval, a process, by the way, FAA is continuing to check very closely. (More on that in another article.) *** One of our leading suppliers, Rotax BRP — producer of some 75% of all LSA powerplants — recently announced ASTM approval of their newest engine, the fuel-injected 912 iS. The company also reported EASA Type Certificate approval so the Austrian company is good to go for the USA and Europe. *** To help you better understand the new engine, we offer the following Q&A series compliments of Rotax guru, Eric Tucker. These were prepared for Sun 'n Fun 2012 at the engine's U.S. debut, but were probably missed by many readers. They have been lightly edited. Thanks to Eric! • How much does it weigh? "The total package at installation will be some 12 to 14 pounds over the 912 ULS due to the electronics systems and extra fuel pump (for redundancy)." • How much fuel can I save? "At 5,000 feet MSL and 5000 rpm, you find the best economy. In this condition compared to the 912 ULS, fuel consumption is some 20% better. The savings are even greater compared to competitor's engines." • What is the TBO (Time Before Overhaul)? "TBO is 2,000 hours, but with reduced maintenance requirements on the engine because of the injection." • Can I upgrade my existing 912 engine with the injection? "No, this is a new model engine in that more than 60% of the parts are different." • What is different in the electrical system? "The alternating current side of the charging system is almost double the output of the older models. For most aircraft this will eliminate any need for an auxiliary alternator." • Why is the engine painted black? "The coating on the crankcase, gearbox, and ignition housings allows for corrosion protection. In addition, it is painted inside the case to help oil flow." • Why are the oil fittings on the crankcase bottom different? "The new crankcase has a deeper 'keel' like a boat. This collects the oil better and optimizes the oil return." • Is the oil pump bigger? "Yes, the new pump has a larger capacity and more oil flow. It also has a better sealing system inside for less oil leak when in storage." • What type of instruments do I need to run the engine? "A new Engine Monitoring Unit (EMU) has been developed for the iS. This will read all the data points and display them for the pilot. The special nature of this device is that it will have full logging ability and will have a GPS interface internally for reading after flight. This display will work with all the special sensors on the engine." • Is anything different about the gearbox? "Essentially, no. However, the overload clutch is standard and on the iS, free play inside will be zero where on the 912 ULS, free play was 30 degrees." • What fuel can I use on this engine? "The iS can run Mogas of 91 octane or higher. E10 with the same octane rating is acceptable and so is Avgas 100LL." • Will Rotax BRP stop making the carburetor version? "No, the iS is an addition to the line and not a replacement." With its new features and additional equipment, Rotax said the 912 iS costs about 17% more than the 912 with carburetor.

You cannot simply make good and safe airplanes, engines, or gear for Light-Sport Aircraft. You also have to secure ASTM approval, a process, by the way, FAA is continuing to check very closely. (More on that in another article.) *** One of our leading suppliers, Rotax BRP — producer of some 75% of all LSA powerplants — recently announced ASTM approval of their newest engine, the fuel-injected 912 iS. The company also reported EASA Type Certificate approval so the Austrian company is good to go for the USA and Europe. *** To help you better understand the new engine, we offer the following Q&A series compliments of Rotax guru, Eric Tucker. These were prepared for Sun ‘n Fun 2012 at the engine’s U.S. debut, but were probably missed by many readers. They have been lightly edited. Thanks to Eric! • How much does it weigh? “The total package at installation will be some 12 to 14 pounds over the 912 ULS due to the electronics systems and extra fuel pump (for redundancy).” • How much fuel can I save?

Electronic Circuit Breakers and Runway Seeker

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Does the idea of electronic circuit breakers (ECB) make you yawn and look around for something more interesting? I understand, but this is truly a cool product. ECB developer Vertical Power also offers a related and extremely compelling product. After visiting with Marc Ausman at Sun 'n Fun, again at AirVenture 2012, and then with several LSA builders, I got over the yawn reflex and realized Vertical Power is a most progressive company, one that deserves additional attention. Update Note — This article has been updated after Vertical Power was acquired by Astronics and placed with a division named Ballard Technology. Please see note in red text below and click here to learn more about Vertical Power. First, the VP-X. This shiny red box is the third generation of ECBs. The first two depended on their own screen to show their benefits. The VP-X model now works with five major suppliers of EFIS avionics including Dynon, Garmin, MGL, GRT, and Advanced. That by itself should tell you something: these top EFIS builders see enough value to work with Ausman and his company so now, via your favorite avionics display, you can see electrical circuits by name, what device is connected, the trip point of the circuit breaker, current consumption, and various error alerts. All that's great, and worthy based on my investigation. Yet that is stuff the airframe manufacturer must determine in the world of LSA. (In the Amateur Built world, the kit builder gets to, and has to, make these decisions; Vertical Power said they cannot afford to enter the high-cost world of Part 23 certification, so this remains EAB and LSA for now.) Some airframers have embraced the VP-X box capabilities. You can find the red smartbox on the CSA's SportCruiser, the new TAF Sling, World Aircraft's Spirit, Corbi's Alto 100, and surely more I haven't discovered yet. Among the cool things a builder or manufacturer can do with the VP-X is to place switches almost anywhere since they don't need to connect current to the switches; instead, thin wires merely send a signal to the VP-X to handle the power. Thus, joystick and overhead switches are easy to install. Using software VP-X can change lighting, adjust the trim, and even regulate flap positions. These VP-X capabilities allow Vertical Power's most impressive product. Update 11/6/14 — Vertical Power was acquired by Astronics and installed in the Ballard Technology division. Since this change, the Electronic Circuit Breaker and other interesting products have received upgrades. However, the Runway Seeker described below is not part of the assets taken over by Astronics. Please click here to learn more about this high-technology company. —DJ The older iteration of the Vertical Power company developed a new panel gizmo called VP-400 "Runway Seeker." This thing is magical. Imagine being in an autopilot-equipped homebuilt or LSA and the pilot blacks out on you. What if you're not a pilot? If you have Runway Seeker, you have one button to push. Even if the engine quits, Runway Seeker will automatically fly to the closest, and best, runway placing the aircraft on short final. It could even bring your plane all the way to the ground. This action includes full energy management such as raising and lowering flaps automatically to achieve best glide. It shows you where you're going en route not simply to the closest runway but the one most likely to produce a good outcome (a longer runway at an airport with emergency services and maintenance). Thanks to Vertical Power's extensive collaboration with Austin Meyer of Laminar Research, developer of the X-Plane flight simulator, Runway Seeker can use X-Plane's global terrain database to negotiate obstacles in your flight path as it flies you to the runway. I watched a demo of this entire scenario twice and came away terribly impressed. I'm a huge fan of airframe parachutes. Runway Seeker isn't a substitute for that equipment but certainly would be valuable in addition to the parachute. In my ideal world, I'd have a BRS and a Runway Seeker with VP-X controller. The product was sexy enough to draw new FAA administrator Michael Huerta to Vertical Power's booth at AirVenture 2012. Marc said Huerta loved the Runway Seeker and asked why this is not available on Type Certified airplanes? Mark responded that for $3 million or so, it could be but that his company can't justify the high cost. So, as is often the case, LSA and homebuilts get the more innovative equipment while TC'ed aircraft and airliners have yesteryear gear.

Does the idea of electronic circuit breakers (ECB) make you yawn and look around for something more interesting? I understand, but this is truly a cool product. ECB developer Vertical Power also offers a related and extremely compelling product. After visiting with Marc Ausman at Sun ‘n Fun, again at AirVenture 2012, and then with several LSA builders, I got over the yawn reflex and realized Vertical Power is a most progressive company, one that deserves additional attention. Update Note — This article has been updated after Vertical Power was acquired by Astronics and placed with a division named Ballard Technology. Please see note in red text below and click here to learn more about Vertical Power. First, the VP-X. This shiny red box is the third generation of ECBs. The first two depended on their own screen to show their benefits. The VP-X model now works with five major suppliers of EFIS avionics including Dynon, Garmin, MGL, GRT, and Advanced.

LSA & Lightplane Highlights at Oshkosh 2012

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A most unusual critter appeared at the Oshkosh Arch, the electric eVolo helicopter with 18 electric engines (yes, it hovers!).

I got to sample cabin comfort in the dreamy Lisa Akoya. photo by UltralightNews

Randall Fishman's 4th Generation electric airplane. The ULS is also Part 103 legal.

Terry Raber's Aerolite 103 is still available for $15,000 ready to fly and nicely equipped! photo by UltralightNews

Quicksilver Aeronautics has new business-like owners and we interviewed them. photo by Randee Laskewitz

Pipistrel reported selling several aircraft, focused on this great-bargain Alpha model that earned SLSA approval while at the show.

B.O.T. Aircraft now produces the Speed Cruiser, with 60 improvements on an earlier model, the Bilsam Sky Cruiser.

We talked to several developers of aircraft using the Rotax 912 iS fuel-injected engine, such as this curvy Arrow Copter gyroplane. photo by Randee Laskewitz

Minnesota's Ion Aircraft boasted of their new U-tail configuration.

A little humor at the event was likely often photographed... clever.

The Goodyear blimp was an example of lightened spirits at Oshkosh 2012. photo by Randee Laskewitz

In the near future, we'll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here's a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we'll post that as soon as possible. (In the near future, we'll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA! Lisa gave a first-ever U.S. showing of their dreamy Akoya seaplane. I got to climb inside it to discover that the example at Oshkosh was the one and only flying prototype. If they can build a test article this pretty, I can't wait to see the final version. With its sea wings — front and back I discovered — Akoya spurns the usual chine-edged hull for a smoothly rounded fuselage. Videos show the unusual configuration is quite effective. They invited me to come fly and see for myself and I'll try that in early 2013. ELECTRIC AIRWAYS Randall Fishman of Electric Aircraft showed his superb ULS, a sleek single place ultralight-style motorglider that can make Part 103, he says. At $59,000, this is the most expensive Part 103 ultralight vehicle ever but it is also by far the most sophisticated. The soaring crowd will see that price tag as an incredible bargain and I expect he'll sell a few. I hope I didn't drool on it when I shot photos; it is gorgeous and represents his fourth generation all-electric aircraft. In another corner of the Lightplane area was last year's electric charmer, the eLazair, returning with even better hardware that allows an hour flight after a one hour charge! Now they plan to supply all the drive components where last year they said it was just an example to demonstrate electric flight. HAPPY BIRTHDAY, PART 103! Speaking of Part 103, aviation's most free segment celebrated its 30th anniversary, slightly before the official September date. If you thought the category went away, the truth is you drifted not the aircraft. Several examples are available as brand-new aircraft and one reason you may have felt it disappeared is because serious accidents, fatalities in particular, are very rare. Let's review: you still need no pilot license (none!), no N-number, no airworthiness certificate, no medical, and you can buy one ready-to-fly. In our heavily-regulated society — aviation most definitely included — this near-total freedom is simply remarkable. Every line of the regulations for this charming class of airplanes can be printed on the front and back of a single page of standard office paper. A standout example is the Aerolite 103, selling nicely equipped (electric starting, flaps, brakes, partial enclosure, and more) for $15,000 factory-built and ready-to-fly. QUICKSILVER RISING Quicksilver, now called Quicksilver Aeronautics, made a splashy return with displays in the Lightplane area as well as the LSA Mall. The company announced plans to pursue Special LSA status (and ELSA) while retaining kits as Experimental Amateur Built. They're already well underway with the work and we might see a new SLSA by Sebring if all goes well. It's also worth noting this company was the very first to earn FAA approval for their GT 500 two seater as a Primary Aircraft... way back in 1993. Their U.S. sales boss, Todd Ellefson took the chance in a press conference to welcome Cessna to their exclusive club (currently also including Rans and their S-7 Courier). SHOW SUCCESS Pipistrel had a spectacular show reporting 10 paid orders -- the "best Oshkosh ever," they said -- split about half for their new $89,000 Alpha (including freight and prep) plus selected other models from their wide line. The Slovenian company with production facilities in Italy has already delivered 10 of the just-finished Alpha Trainer models and goes home flush with new orders. At Oshkosh, the company was able to resolve some questions and earned airworthiness certificates for the new model, making it #126 on our SLSA List. While I didn't ask all companies, I know Flight Design logged several sales and so did Evektor. Though plenty of exhibit spaces were empty around the grounds — and even more unbelievably inside the four giant halls — many companies were upbeat about the quality of visitors and felt they gathered many good leads. SKY ARROW IS BACK! New Sky Arrow producer, Magnaghi Aeronautica, brought their first production example as they rev up the assembly line. This company took over from the now-bankrupt developer and is blending this manufacturing in with their substantial aerospace business. Importer Jon Hansen was all smiles as folks recognized the return of a great flying LSA (that also has Part 23 approval, by the way!). As a very important side note, Sky Arrow has helped more of Able Flight disabled scholarship winners earn their Sport Pilot wings than any other model. ADS-B ANYONE? Dynon showed their new ADS-B box for just $995. Way down from what we once though might be $20,000 per aircraft, the avionics leader offers a remotely-mounted device that interacts with their gorgeous SkyView glass screens and provides airborne traffic and subscription-free weather. Other companies also offered low-cost ADS-B solutions including a portable, panel-top Garmin ADS-B as did Dual Electronics. Grand Rapids also announced a unit so ADS-B, previously affordable only by bizjet owners, is now available for everyman pilots. SPEED CRUISIN' Doc Baily and Reiner Tauren gave Oshkosh attendees their first look at the B.O.T. Aircraft Speed Cruiser. Reiner took this project over from the original designer, made some 60 improvements big and small and was testing the market for yet another LSA model. (FAA officials and I compared notes and we see another 30-40 models in various stages of development!) Speed Cruiser is not yet approved under the ASTM standards but work is underway. REACH FOR THE SKY SkyReach showed their new BushCat, another super value LSA for less than $60,000, decked out in a striking zebra graphic scheme. The company has taken over from Rainbow Aircraft and will continue selling the even-less-expensive Cheetah. This company offers LSA bargains that some folks believe aren't available. LAW ENFORCERS We saw at least three examples of working LSA in the sense of law enforcement usage (the only commercial use permitted beyond flight instruction and rental and only possible for exempt public-service organizations like police or border patrols, etc.). Flight Design's CTLS has been shown before with wing mounted cameras, but we also saw high-tech installations on Tecnam Eaglet and the World Aircraft Sentinal, the latter with a completely different approach from Near Earth Observation Systems, Ltd (NEOS) that represents terrific capability at bargain prices. 912 iS SIGHTINGS Americans got their first view of the slick Arrow Copter gyroplane at the Rotax BRP display. Along with the twin-engined AirCam and another example in the Pipistrel display, this European gyroplane featured the new 912 iS fuel-injected engine that is generating many orders. Rotax boss Christian Mundigler reported shipping nearly 200 of the new powerplants just since the spring launch. MAINLINE ATTENTION GA mainstays, Sensenich props and Wipline floats both announced LSA products in a continuing endorsement of the importance of the new aviation category. It was just eight years ago at Oshkosh that FAA announced the Sport Pilot/Light-Sport Aircraft rules and the industry has since output close to 3,000 aircraft in a dizzying 126 models from 89 manufacturers. INTRODUCING ION To most eyes, the Ion Aircraft being developed in Saint Paul, Minnesota looked like a new appearance but "a, not the" Steve Martin and his partner Steve Schultz report work on a second flying prototype. If all goes well they expect to enter production, soon, though they may run into the FAA first article inspection machinery (see below). The airplane has a unusual "U-tail" they call it, and they see some advantages. DIGITAL CIRCUIT BREAKERS? Vertical Power patiently explained their electronic circuit breaker concept to me... again, and I get it now. A few producers (World Aircraft, The Airplane Factory, SportCruiser, and more) are using their VPX box now to simplify their cockpits while adding capabilities and versatility. After routing most electric system through the behind-the-panel device, other systems can employ the greater control. As if to prove the point convincingly, Vertical Power teamed up with X-Plane developer Austin Meyer to create the "Runway Seeker," a clever system that can fly an airplane with a failed powerplant to a safe runway, actually guiding the homebuilt or LSA to a point near final approach. Runway Seeker will adjust flaps and flying speed to optimize a safe engine-out landing at the most appropriate airfield. Much as I believe in airframe parachutes (and Runway Seeker doesn't change my mind), developer Marc Ausman has created a most useful escape system. He reports the spouses of airplane owners are very keen on it; it makes them feel safer flying in their family airplane. FAA WATCHING CLOSER FAA is increasing their visitation of LSA producers operating under ASTM acceptance. The agency plans to visit all active producers. But a newer directive is to be released perhaps in September for FAA to perform compliance verifications before any new LSA model can gain an airworthiness certificate. Such first article inspections will bump back the list of companies to be audited. THE WEEK THAT WAS Taken as a whole, the reports from sellers were positive, more upbeat than last year. Many commented on the empty exhibit spaces even as they said the buyers were better qualified, so quantity isn't everything. Safety at the show was also worth a smile. We love going to these shows and we really love going home afterward. The 12-hour outdoor days are intense but we wouldn't miss Oshkosh for the world. Watch for more in-depth coverage to follow.

In the near future, we’ll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here’s a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we’ll post that as soon as possible. (In the near future, we’ll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA!

Quick LSA Review of What’s Expected at Oshkosh

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The much-anticipated Lisa Akoya.

Quicksilver Aeronautics has SLSA plans to reveal at Oshkosh. photo by James Lawrence

Pipistrel's manufacturing team poses with their new Alpha trainer.

Able Flight will award Sport Pilot wings to their scholarship participants. Pictured (L-R): Wesley Major, Jason Jernigan, Matt Sponaugle, Tyrell Rhodes, Devon Radloff and Steven Scott.

Dual Electronics will join Garmin and Dynon among other companies with new ADS-B devices (see article for more info).

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here's a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon's latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices... and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You'll be able to see both sets of floats in the LSA Mall. While you're in the LSA Mall, you can check out AMT's air conditioning for LSA plus the Belgium D Motor. *** Since I mentioned powerplants and Zenith, I'm reminded that the Mexico, Missouri powerhouse kit producer will have an "engine day" at their space in the kit aircraft area of Oshkosh. This company supports the use of many engines that their builders like so "engine day" should be quite educational. *** Lycoming continues to make steady inroads into Light-Sport Aircraft and we'll be looking over more LSA installations of their O-233. Plus, Rotax BRP will again have their enlarged display where you can ask all manner of questions about the new fuel-injected 912 iS. You may want to check out the AirCam that has one each of the 912 series installed. *** Returning to floats... Wipaire, the big float developer and manufacturer at my former home airport in South St. Paul, Minnesota will hold a press conference about a "new LSA product." Given their expertise I expect the company to show a set of LSA floats. As just noted, LSA buyers already have alluring choices, but Wipaire is a highly credible producer so I'll be watching them closely. Get ready for water flying! *** Ultralight giant, well truthfully, lightplane giant, Quicksilver is about to burst on the scene in a new way thanks to new ownership. The company, now called Quicksilver Aeronautics, will discuss their SLSA ambitions at a Friday press conference and new displays in the Lightplane area as well as the LSA Mall. Speaking of the latter it looks to be nearly full again so stop on by for a glance at the best of the LSA breed (near the forum buildings; see it on EAA grounds map or the Sportys app). *** Pipistrel is one of those hard-running companies (photo) that seems to put out model after model. We'll hope to see their new Alpha if FAA was willing to grant them an airworthiness certificate. (Don't get me started on that; I'll save a more detailed discussion to follow some conversations at Oshkosh.) But I'll swing by with UltralightNews to see what Pipistrel exhibits. With production facilities in Slovenia and Italy, the company has already delivered 10 of the just-finished Alpha trainer. *** Another always-in-motion outfit is non-profit Able Flight, which uses scholarships to help disabled folks learn to fly. They'll be awarding wings to several new Sport Pilots at a ceremony in the main Phillips 66 Plaza. Director Charles Stites presents very professionally and is supported by major sponsors, which now includes Sennheiser, the full-line headset maker (that also helps support this website). *** Alphabet Gobbledegook Update: ADS-B means Automatic Dependent Surveillance-Broadcast and it will replace radar as the main hardware for controlling airspace. It's part of FAA much-delayed NextGen program... and it's coming to LSA, thankfully at fairly reasonable prices. Dynon announced its own box for $995 a remotely-mounted device that provides traffic and subscription-free weather for display on the SkyView. *** Garmin has introduced a suite of certified and portable ADS-B solutions but LSA owners will focus on the portable GDL 39, which combines a dual-link ADS-B receiver and a GPS receiver into a single product that streams ADS-B traffic and subscription-free weather information to popular Garmin aviation portable GPS units (example: aera) or the Garmin Pilot app on an iPad, iPhone or Android device for $799. Newer Garmin devices get this via Bluetooth; older models via cable. *** Dual Aviation will be showing its new ADS-B Weather & Traffic Receiver for use with the Apple and Android tablets. Their "coming soon" XGPS170 is expected to be a modest cost device as the company sells all sorts of electronic gear. All three products from LSA-friendly suppliers bring the once-sky-high price of ADS within reach of more modest budgets. *** As I wrote recently, I'll be very anxious to see the Just Aircraft model with the long gear legs and dual segment automatic slats. It'll be flying in the Lightplane (formerly Ultralight) area and no doubt I'll uncover more cool aircraft or flying gear in that charming area of the big event.

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here’s a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon‘s latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices… and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You’ll be able to see both sets of floats in the LSA Mall. While you’re in the LSA Mall, you can check out AMT’s air conditioning for LSA plus the Belgium D Motor.

Discussion: LSA – Primary Category – Part 23

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Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes. *** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements. *** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently. *** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges. *** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon? Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans. *** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane. *** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Cirrus Returning to LSA? Well, Yes… for Icon

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Cirrus and Icon partner. This is getting interesting.

Icon will obtain parts from Cirrus and assemble them in their Tehachapi, California facility.

Icon and Cirrus both chose airframe parachutes. Cirrus made quite a name for itself with the choice.

Cirrus' once-and-never Light-Sport Aircraft, the SRS, was modeled on FK Lightplanes' FK14 Polaris.

Icon Aircraft and Cirrus Aircraft announced a deal for the general aviation composite aircraft producer to build parts of the Icon A5 and the news introduced dates for the A5 to come to market. *** Several years ago I traveled to Cirrus' Duluth, Minnesota plant in the company of the Icon top leaders, including CEO Kirk Hawkins. In those days, Cirrus was seeking info to make decisions about their since-dropped LSA project called the SRS (photo). The Icon fellows were obviously impressed and the trip subsequently paid off. *** "Cirrus has a global reputation for producing truly outstanding composite aircraft structures," said Hawkins. "Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for Icon." Cirrus has built more than 4,000 of its SR models. Returning the admiration, Cirrus CEO Dale Klapmeier said, "The Icon A5 is certainly the most innovative LSA on the market." He added, "We believe that Light-Sport Aircraft and Sport Pilots are critically important to the growth and future of aviation." *** Like most airframe makers these days, Cirrus may not be using all its capacity. On the other hand, Icon needs to rev up its engine of production. The partnership may address both needs and answer questions. Plenty of attendees to AirVenture 2012 were asking why it's taking the California company so long to enter production. *** Though Cirrus has Chinese ownership (an amazingly common statement of late), all the components produced by Cirrus for Icon will be fabricated at the company's Grand Forks, North Dakota facility. Icon will then do integration and final assembly, finishing, and testing at its operation in Tehachapi California where their engineering staff has been quartered for several years. *** According to an AvWeb report by Mary Grady, Icon expects the effort to produce about 50 airframes in the first 12 months, and about 250 to 300 in the second 12 months, per Icon's Amy Julian. Icon reports more than 850 deposits for the A5. And, according to AOPA's Al Marsh composite component production is set to begin at the end of 2012, with the first production aircraft scheduled to be completed in the summer of 2013. *** One delay could involve Icon's request for an exemption to bump up the weight from the present 1,430-pound limit for seaplane LSA by 250 pounds to 1,680 pounds (almost the weight of a Cessna 152, by the way). The weight allowance is intended to cover Icon's spin resistant airframe design plus other safety features. No word yet on when or if FAA will decide to offer the exemption. *** Following the article about Wipaire floats and Sensenich props entering the LSA market place, Cirrus's return adds yet another general aviation company continuing to focus on the light end of the aircraft spectrum. Interesting how things evolve.

Icon Aircraft and Cirrus Aircraft announced a deal for the general aviation composite aircraft producer to build parts of the Icon A5 and the news introduced dates for the A5 to come to market. *** Several years ago I traveled to Cirrus’ Duluth, Minnesota plant in the company of the Icon top leaders, including CEO Kirk Hawkins. In those days, Cirrus was seeking info to make decisions about their since-dropped LSA project called the SRS (photo). The Icon fellows were obviously impressed and the trip subsequently paid off. *** “Cirrus has a global reputation for producing truly outstanding composite aircraft structures,” said Hawkins. “Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for Icon.” Cirrus has built more than 4,000 of its SR models. Returning the admiration, Cirrus CEO Dale Klapmeier said, “The Icon A5 is certainly the most innovative LSA on the market.” He added, “We believe that Light-Sport Aircraft and Sport Pilots are critically important to the growth and future of aviation.” *** Like most airframe makers these days, Cirrus may not be using all its capacity.

Do LSA Encourage Youth to Consider Aviation?

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Light-Sport Aircraft is a growing part of the service work at Guardian Aviation.

LSA Repairman skills plus a fresh AMT certificate lead to a full-time job for Tim Misegades.

It's not all wrenches; to get the AMT certificate meant hitting the books.

Kent Misegades is a regular writer for GA News and has helped here at ByDanJohnson.com. Recently he proudly told me of his son Tim's experience... a worthy story. |||| "My youngest son followed the usual route through high school and then into college, pursuing a degree in mechanical engineering at North Carolina State University just as I did in the late 1970s. Unlike his old man, Tim grew up around R/C models, homebuilt airplanes and boats, race cars, and whatever else I could manage to convince my loving wife of 30 years that her husband and two sons needed in our garage shop. *** "A natural stick-and-rudder pilot since he was very young, Tim also spent a great deal of time as a volunteer in my EAA and IAC chapters. When it became clear that his heart was not in engineering, I suggested he consider opportunities emerging in the relatively young SP/LSA community. Our research uncovered a LSA Repairman class being offered at the Blue Ridge Community College in the Shenandoah Valley of Virginia, not far from our home near Raleigh, NC. That was in the summer of 2009. *** "Not only did he complete the course with flying colors, but during one weekend he received his Phase One Rotax Repairman certificate, thanks to Dean Vogel of Aero Technical Institute who taught the class at the Blue Ridge College. A visit to Sebring, Florida the same fall resulted in Tim's earning his Phase Two Rotax certificate. As soon as he returned from his LSA classes, he sent an updated resumé to Tom Malechuk, owner of Guardian Aviation Services in Siler City, NC (5W8), where Tim had worked part-time in the past. Malechuk's reply came quick — he was offered a full-time job! *** "The shop liked his past work and had planned to offer their services to owners of LSA aircraft and Rotax engines, which were becoming part of their established general aviation business. Since then, Tim has worked under Tom's tutelage, gaining the experience and credentials needed to sit for the A&P exams. Since he lacked experience with turbines and complex systems not found on most GA aircraft, he attended a two-week prep course at the highly-regarded Baker's School of Aeronautics in Nashville, TN, where he took the exams recently, passing with high marks. *** "Tim returned home exhausted, but proud to be a full-fledged Aviation Maintenance Technician (AMT). Judging from the hundreds of job listings at the AMT recruiting company JSfirm, Tim's job outlook is quite bright. Many of his friends from high school are living back at home with their parents, a college diploma on the wall, and $40,000 in school debt." *** Can an interest in LSA lead to a job in aviation? Kent concludes, "Fact: the LSA Repairman rules allowed my son to get a taste of the AMT profession quickly and at low cost. This led to a full-time apprenticeship and now an A&P license that is recognized around the world. SP/LSA is not only about airplanes; it has enabled a young man to find a satisfying career and obtain financial independence at a very young age. Thanks from his grateful parents to all who have made this possible."

Kent Misegades is a regular writer for GA News and has helped here at ByDanJohnson.com. Recently he proudly told me of his son Tim’s experience… a worthy story. |||| “My youngest son followed the usual route through high school and then into college, pursuing a degree in mechanical engineering at North Carolina State University just as I did in the late 1970s. Unlike his old man, Tim grew up around R/C models, homebuilt airplanes and boats, race cars, and whatever else I could manage to convince my loving wife of 30 years that her husband and two sons needed in our garage shop. *** “A natural stick-and-rudder pilot since he was very young, Tim also spent a great deal of time as a volunteer in my EAA and IAC chapters. When it became clear that his heart was not in engineering, I suggested he consider opportunities emerging in the relatively young SP/LSA community.

FAA Clarifies Who Is a LSA Manufacturer

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The Storch SLSA ran into the manufacturer definition problem head-on. Read the earlier post.

Manufacturer organization LAMA recently sent a letter detailing how industry should prepare for a FAA visit.

CubCrafters received a FAA "prototype audit" that reportedly went well.

Today, FAA issued its anticipated notice of policy that clarifies who can qualify as a manufacturer. You may wish to read the entire policy statement and, as government documents go, this one is fairly easy to read and comprehend. The agency also welcomes comments. *** Since this hit cyberspace, I have spent the better part of my day on the phone with reporters who scour websites and government agency postings for such material. A couple were mainstream reporters who really have no understanding of aviation, much less Light-Sport Aircraft. Some others, including a reporter for Bloomberg, follow aviation and understand FAA's policy rather well. Yet few of them live in the world of LSA like I do, so hours were spent explaining the basic concept. *** While the words in FAA's policy statement have threatening overtones, the reality is that industry was previously briefed. Earlier this month, LAMA, the Light Aircraft Manufacturers Association, sent out a letter telling the LSA producer community what to expect from a FAA visit to their facility... but again, LAMA was only reminding producers what they already know — or what they should already know. *** When a LSA manufacturer declares that they meet the ASTM standards, they sign a form FAA calls the 8130-15 (isn't this stuff fun?). That form gives FAA the right to visit and see all the documents and processes used by a manufacturer to build their LSA. Signing that form means a manufacturer claims to fully meet every line of the ASTM standards used to "certify" LSA. Meeting the ASTM standards means a producer agrees to perform an annual audit of themselves to be sure they have all the required documents and meet all the quality processes needed to repeatedly build an airworthy LSA. Missing a single document of the hundreds they should have means a manufacturer is technically not in compliance — though this does not necessarily mean they are not building a safe aircraft. *** One of the primary purposes of FAA's policy statement is to define more clearly who is and who is not a manufacturer. An importer that assembles a LSA from a shipping container is not a manufacturer, though some presented themselves that way. This does not change the aircraft but the importer does not meet FAA's definition of a manufacturer and that can affect how well they can support the aircraft from an ongoing safety standpoint. *** In all, as I told the reporter from Bloomberg, this is primarily an example of FAA tightening up on the industry's practices. It does not mean the aircraft they sold is unsafe, but it does mean they are not precisely following the rules and, later on, a customer buying that aircraft may not be well served regarding vital safety information (a major concern of FAA). It should be observed that operational safety is presently "acceptable," to use a term FAA officials have frequently stated. *** All this is why LAMA sent its letter and why LAMA offers independent (non-FAA) auditing services through its partnership with Embry Riddle Aeronautical University. Does the LSA industry have a big problem based on FAA's policy statement? The answer is no but the companies representing these aircraft need to show they fully meet the standards and can prove it. Plus, if a company says they are the manufacturer, they need to be able to prove that to FAA's satisfaction. I believe the better companies have little cause for concern, but all producers and their importers, if any, should review their paperwork and records carefully. Update 7/6/12 — To hear an update on this story, you can listen to this AvWeb podcast. —DJ

Today, FAA issued its anticipated notice of policy that clarifies who can qualify as a manufacturer. You may wish to read the entire policy statement and, as government documents go, this one is fairly easy to read and comprehend. The agency also welcomes comments. *** Since this hit cyberspace, I have spent the better part of my day on the phone with reporters who scour websites and government agency postings for such material. A couple were mainstream reporters who really have no understanding of aviation, much less Light-Sport Aircraft. Some others, including a reporter for Bloomberg, follow aviation and understand FAA’s policy rather well. Yet few of them live in the world of LSA like I do, so hours were spent explaining the basic concept. *** While the words in FAA’s policy statement have threatening overtones, the reality is that industry was previously briefed. Earlier this month, LAMA, the Light Aircraft Manufacturers Association, sent out a letter telling the LSA producer community what to expect from a FAA visit to their facility… but again, LAMA was only reminding producers what they already know — or what they should already know.

Sebring 2013 — “Innovation Meets Aviation”

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Sebring's iconic vintage control tower near the center of action for the LSA Expo.

Sebring's new 2013 layout map. If you like, you can download a larger version.

Sebring attracts strong crowds, including 2012's record 16,000 attendees.

OK, even to me it seems rather early to be writing about Sebring 2013. (I'm a huge fan, having attended all eight Expos.) The event is months away and summer just arrived so why are we thinking about next winter? Truth be told, you don't get anywhere in the airshow biz without planning months, even years, in the future. So, to their credit, organizers of the Sebring U.S. Sport Aviation Expo — a mouthful most of us just abbreviate as "Sebring LSA Expo" — are laying plans for the ninth Expo well in advance. *** Today, those organizers, lead by last year's new boss, Jana Filip, sent out a new grounds layout. I'll be headed down to Sebring on Monday with FlightTime Radio entrepreneur Milford Shirley in his Cherokee for a meeting with the Sebring honchos and folks like Jacob Peed from Aviators Hot Line plus Bahamas guru and Breezer importer, MikeZ. One possible plan is for FlightTime Radio to broadcast from the show. That's cool but, as those late night infomercials love to say... "That's not all!" A number of other new features will be discussed and those of us not on the organizing committee will probably learn more about next year's plans. *** One thing I hope to hear more about is the new layout. But it's pretty clear this is a significant change and I like what I see. Let me point out some things that I could see on the full page version of the nearby layout. (1) Notice the diamond-shaped central area labeled "D." This is a new space for a presenting sponsor so if you want to literally be the center of attraction, better act soon. (2) The food court has a new location ("H") right smack in the center of things. The food vendors will probably love that but so will everyone attending as one thing always sells at shows: food. (3) The headliner AeroShell tent ("G") is also much more central. This is where we hold the opening night LAMA Dinner for LSA professionals along with other events like the volunteer dinner and more. It's also where folks go to eat in some shade and I like that it's in a central place rather than off to the side. I'll bet AeroShell likes it, too, and this rewards their generosity in making the big tent available for all to use freely. (4) The inside exhibit tents are now positioned left and right (or northwest/southeast) of the food court, another good relocation, IMHO. (5) Around these central locations are the many airplane vendors that comprise the best draw to the event. *** After I hear more, I'll keep updating ByDanJohnson.com visitors on the biggest and best established LSA Expo in the country. Last year set visitor records (reportedly 16,000 attendees) and I'm thinking 2013 will be even stronger. It wouldn't hurt to start thinking about your travel plans now. The dates are January 17-20. Next year's theme is, "Where Innovation Meets Aviation." I'm going! Are you?

OK, even to me it seems rather early to be writing about Sebring 2013. (I’m a huge fan, having attended all eight Expos.) The event is months away and summer just arrived so why are we thinking about next winter? Truth be told, you don’t get anywhere in the airshow biz without planning months, even years, in the future. So, to their credit, organizers of the Sebring U.S. Sport Aviation Expo — a mouthful most of us just abbreviate as “Sebring LSA Expo” — are laying plans for the ninth Expo well in advance. *** Today, those organizers, lead by last year’s new boss, Jana Filip, sent out a new grounds layout. I’ll be headed down to Sebring on Monday with FlightTime Radio entrepreneur Milford Shirley in his Cherokee for a meeting with the Sebring honchos and folks like Jacob Peed from Aviators Hot Line plus Bahamas guru and Breezer importer, MikeZ.

Flight School Dilemma… One Solution

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Leaseback provider Joe Daguiar assisted Iraq war veteran Adam Kisielewski earn his Sport Pilot certificate.

Adam's flight training was provided by Dean Stickell, a retired Air Force test pilot, and Dave Hirschman, Senior Editor of AOPA Pilot. Read Dave's article.

Charles Stites (L) is a dedicated organizer of Able Flight, regularly approaching folks to support the organization's mission. One of his recent successes took place at Morgan Freeman's Ground Zero Blues Club

Anyone who has tried to borrow money in the last five years knows how tough it has become. Banks supported by government guarantees practically gave money away before the subprime meltdown but are now being much more careful. That's a good thing but it means even some credit-worthy customers can't get the loan they need. Commonly rejected are flight schools. Flight training enterprises across the nation are struggling to obtain financing to buy new aircraft to replace aging fleets of trainers. *** Despite the challenges, one LSA outfit has found at least a partial answer. Thanks to a solid customer (and onetime dealer), Flight Design USA has been able to offer a limited number of schools a method called leaseback. Training students today are three leased back CTLS Light-Sport Aircraft but this business success is only one part of a genuine human interest story. *** "We are pleased to announce the third CTLS leased to a flight school was used by Iraq war veteran Adam Kisielewski, an Able Flight scholarship recipient who recently earned his Sport Pilot certificate," said Tom Peghiny of Flight Design USA. Able Flight added that Kisielewski was the 20th student to earn his certificate through the program. "The aircraft Adam used was purchased and leased back by Joe Daguiar and this is the third time* he's done this," Peghiny explained. That solves the flight school airplane issue. Then consider the student. *** Adam is a determined young man who learned to fly without his left arm or his right leg below the knee. Such losses might stop most people from doing something as rigorous as flight instruction, but Adam is not most people. Listen, he rides a Harley Davidson motorcycle and it has no special adaptation to assist him. He survived a 2005 explosion when he entered a bomb-rigged door in a blast that took the life of a fellow Marine. *** ByDanJohnson.com readers know LSA use less fuel; can employ mogas options for even more savings; are quiet enough to help airport neighbor relations; and have modern features that students appreciate. Flight Design can additionally offer a hand-control system for the CT series though Adam didn't use the system. *** Able Flight offers scholarship programs where the organization provides the aircraft. Stites does the work to coordinate this effort and Able Flight pays the costs thanks to generous support from a variety of sponsors and individual donors. "Able Flight typically pays not just for the airplane, but all travel, lodging and test fees during training. However, in Adam's case we were able to provide his training more cost-effectively since he trained near his home," added Stites. * "LSA pilot Joe D elected to buy three Flight Design aircraft and to make them available on leaseback to flight schools," said Peghiny. The three schools, all in Joe's region include: Premiere Flight Services at Brainard Airport in Connecticut; Northampton Aeronautics in Massachusetts; and, East Hill Flying Club in Ithaca, New York.

Anyone who has tried to borrow money in the last five years knows how tough it has become. Banks supported by government guarantees practically gave money away before the subprime meltdown but are now being much more careful. That’s a good thing but it means even some credit-worthy customers can’t get the loan they need. Commonly rejected are flight schools. Flight training enterprises across the nation are struggling to obtain financing to buy new aircraft to replace aging fleets of trainers. *** Despite the challenges, one LSA outfit has found at least a partial answer. Thanks to a solid customer (and onetime dealer), Flight Design USA has been able to offer a limited number of schools a method called leaseback. Training students today are three leased back CTLS Light-Sport Aircraft but this business success is only one part of a genuine human interest story. *** “We are pleased to announce the third CTLS leased to a flight school was used by Iraq war veteran Adam Kisielewski, an Able Flight scholarship recipient who recently earned his Sport Pilot certificate,” said Tom Peghiny of Flight Design USA.

Tecnam’s Tail Dragger Keeps Getting Better

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Flying Tecnam's Tail Dragger with cargo pod. See more about Tecnam's All-Metal Beauties in this pilot report

The cargo pod added to the ruggedness of a tail dragger should make Tecnam's new model appeal to bush flying enthusiasts.

The also-new Eaglet Amphib. Catch our video on the Eaglet model series.

The prolific producer operates this large facility in Italy.

With five models currently meeting ASTM standards for SLSA, Tecnam has established itself as the leader in prolific design of Light-Sport Aircraft (they also have a Twin and are working on a four seater plus an eleven seater). Much of this design prowess owes to family patriarch Professor Luigi Pascale, known for his incredible output of designs over the years under the company names Partenavia and Tecnam. Even into his 80s, Luigi Pascale continues his energetic engineering. *** Recently the U.S. importer for Tecnam got their chance to fly the new Tail Dragger. Tecnam North America CEO Phil Solomon wrote, "We flew the Tail Dragger a couple of weeks ago and it climbed like a rocket at over 1,600 feet per minute with the Lycoming engine and performed flawlessly." He promised to send some in-flight footage, which we'll add to this article when edited and ready. *** Phil also sent some photos of the latest flights in Italy. As you can see, the Rotax-powered Tail Dragger now features a cargo pod. The overall combination looks tailor made for use in bush flying, opening another new aircraft product area for Tecnam. As written earlier, the Tail Dragger boasts a retro look that should endear the well flying LSA to nostalgia buffs as well as outdoor enthusiasts operating from unimproved airstrips. As our fresh video identifies, this variation of Tecnam's P92 is also a celebration of 20 years of history for the popular model from the Italian manufacturer. *** Phil also sent an in-flight photo of the Eaglet Amphib. He encouraged everyone to note the slick retract wheels (they're hidden well enough that you'll have to look hard to see them). Both the Tail Dragger and the Eaglet Amphib are new offerings in the last year. Choosing the best from the sheer number of models offered by Tecnam and their North American distributor will require a conversation with the import organization. *** You might want to call soon. Phil observed, "We still have availability under the One Per State Program including for the Tail Dragger but we will be terminating the program in the near future so now is the time to commit!" The program allows you to be the first in your U.S. state to order which will secure a sizable 20% discount on one of the company's seven SLSA models. When one person buys a specific model for his or her U.S. state, the deal ends for that model in that state. *** Finally, Tecnam announced that FarWest Aviation has become a factory-certified service center for Tecnam Light Sport Aircraft. Located at historic Flabob Airport, the company recently earned the designation of Independent Rotax Service Center and can handle all aspects of Rotax maintenance and overhauls. Most Tecnam models are powered by Rotax. FarWest also overhauls Lycoming and Continental engines and does aircraft annual inspections, propeller balancing, aircraft detailing, restorations, repairs and conversions, fabric recovering and painting. FarWest has occupied Hangar 43 at Flabob Airport for six years. Contact the California outlet for more info.

With five models currently meeting ASTM standards for SLSA, Tecnam has established itself as the leader in prolific design of Light-Sport Aircraft (they also have a Twin and are working on a four seater plus an eleven seater). Much of this design prowess owes to family patriarch Professor Luigi Pascale, known for his incredible output of designs over the years under the company names Partenavia and Tecnam. Even into his 80s, Luigi Pascale continues his energetic engineering. *** Recently the U.S. importer for Tecnam got their chance to fly the new Tail Dragger. Tecnam North America CEO Phil Solomon wrote, “We flew the Tail Dragger a couple of weeks ago and it climbed like a rocket at over 1,600 feet per minute with the Lycoming engine and performed flawlessly.” He promised to send some in-flight footage, which we’ll add to this article when edited and ready. *** Phil also sent some photos of the latest flights in Italy.

Rocky Mountain LSA Expo 2012 Wrap-Up

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Flights Inc., uses the Skycatcher for basic training.

Skycatcher uses the exclusive-to-Cessna Garmin G300.

Though basic, Skycatcher is comfortable. See a full-length pilot report.

SportCruiser's Colorado dealer promotes the Sportshares partnership program.

With all the electronic goodies installed, students get a modern training platform.

Roving reporter Dave wraps up coverage of the Rocky Mountain LSA Expo event. —DJ |||| "Cessna is one of the most recognized names in the aviation industry. Last year it lead the LSA market for new registrations. So I was surprised to hear again and again, 'Look, there's a Skycatcher; this is the first time I've ever seen one.' Honestly, I heard that phrase or one very similar to it at least 30 times! *** "Flights, Inc., was at the Rocky Mountain Light Sport Aircraft Expo for the first time. They operate one of the largest Part 141 flight schools in Colorado, teaching with Cessna 172s and 182s, Piper Seminoles, and now, the Cessna Skycatcher. 'The Skycatcher is the only light sport aircraft built by a mainline aircraft manufacturer,' reported the big flight school. 'It is also one of the few light sport aircraft powered by a Continental 0-200 engine.' They elaborated, 'This gives Skycatcher a better power-to-weight ratio than a 172, with the 100 horsepower calculating to 13.2 pounds per horsepower.' Flights Inc., added that this gives the Skycatcher excellent short field landing and take off performance and, remember, we're talking about a mile-high location with soaring density altitude. *** "Flights Inc., is using the Skycatcher in a training environment and is one of the few schools that has been able to successfully market the Skycatcher, and have done a number of certifications and first solos in it. They have also found that the plane is being used more for 'time building' by pilots while doing cross country flights and more. They are also finding that many of their students are using light sport to enter the field of aviation and then moving up into other categories. 'One of the reasons is that pilots realistically get a sport pilot license for around $4,000, about half the cost of a private pilot license.' *** "For those wanting to see whether flying is something they might like Flight Inc. offers a Discover Flight for $99. After a first taste, a student can enroll in an 'accelerated' course where a Sport License can be obtained in as little as 30 days. *** "Eric Gray of Fox Aerosport was at the Rocky Mountain Light Sport Aircraft Expo with a beautiful PiperSport. Eric explained to visitors that the before the plane was called the PiperSport it was known as the SportCruiser. After Piper decided to exit the Light-Sport Aircraft marketplace, the aircraft which had always been built by Czech Sport Aircraft, was again named the SportCruiser. *** "Eric indicates that sales of the SportCruiser are doing well, with the biggest misconception being that Light-Sport Aircraft wouldn't perform well at the higher density altitudes of Colorado. *** "Once Eric gets a potential customer into a SportCruiser and can demonstrate the lighter weight of SportCruiser powered by the 100-hp Rotax 912 ULS, that misconception quickly disappears. Aerosport operates a full sales and service outlet for Light-Sport Aircraft. *** "They are also able to offer the 'Sportshares' program of fractional aircraft ownership. In this program a customer interested in purchasing a SportCruiser can buy a share of the craft for as little as $5,000 to $6,000. The factory will then help sell off the other shares of the craft, until all five shares have been purchased. Fox Aerosport operates from a 5,000 square foot hangar and office facility and is an authorized and trained service outlet for Rotax aircraft engines. *** For a full explanation on the Sportshares program watch our video:

Roving reporter Dave wraps up coverage of the Rocky Mountain LSA Expo event. —DJ |||| “Cessna is one of the most recognized names in the aviation industry. Last year it lead the LSA market for new registrations. So I was surprised to hear again and again, ‘Look, there’s a Skycatcher; this is the first time I’ve ever seen one.’ Honestly, I heard that phrase or one very similar to it at least 30 times! *** “Flights, Inc., was at the Rocky Mountain Light Sport Aircraft Expo for the first time. They operate one of the largest Part 141 flight schools in Colorado, teaching with Cessna 172s and 182s, Piper Seminoles, and now, the Cessna Skycatcher. ‘The Skycatcher is the only light sport aircraft built by a mainline aircraft manufacturer,’ reported the big flight school. ‘It is also one of the few light sport aircraft powered by a Continental 0-200 engine.’ They elaborated, ‘This gives Skycatcher a better power-to-weight ratio than a 172, with the 100 horsepower calculating to 13.2 pounds per horsepower.’ Flights Inc., added that this gives the Skycatcher excellent short field landing and take off performance and, remember, we’re talking about a mile-high location with soaring density altitude.

Rocky Mountain LSA Expo — Opening Day

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Year two of the Colorado LSA event.

Skyraider Aviation operates Remos and Evektor LSA in their flight school.

Our roving reporter offers coverage of the 2012 Rocky Mountain LSA Expo event. Thanks my erstwhile videographer on our many videos. —DJ ||||

Our roving reporter offers coverage of the 2012 Rocky Mountain LSA Expo event. Thanks my erstwhile videographer on our many videos. —DJ ||||

A Tale of Two Flight Schools…

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US Aviation, a big successful operation in Texas, manages to integrate LSA with general aviation.

Part of US Aviation's fleet of LSA, parked among the bizjets.

US Aviation is growing rapidly and doing so with style.

Almost lost in the giant hangars owned by US Aviation are many Light-Sport Aircraft.

Guest contributor Scott Severen joined US Aviation and brought a wealth of LSA expertise with him.

Flight schools —- like many private buyers — are hyperfocused on, "What does an aircraft cost to operate?" Busy flight schools operating at high volume simply must track how all the pennies add up. In this article we asked US Aviation's Scott Severen for info (based on an earlier post). Why US Aviation? While much of aviation has been down in the dumps, this Texas operation has been growing rapidly. Everybody is else down. They're up. How to explain? Could it be the company's willingness to embrace change? *** "Many factors drive the operational experience and maintenance costs in flight school," wrote Scott. "If a facility is set up for a particular type of aircraft, with flight instructors knowing the aircraft intimately, with experienced mechanics well trained in the upkeep of that aircraft, and a parts department with well-established suppliers, then you can create a business model to work very efficiently. *** "Let's elaborate. Our flight school has over 70 aircraft, mostly Cessna 152s and 172s, (arguably the two most common training aircraft on the planet). To support the school, we employ over 20 full time A&P and IA mechanics, well versed in the venerable aircraft. Our flight instructors are steeped in General Aviation and very experienced with training students through to ATP. US Aviation's well-rehearsed business is able to take advantage of existing systems, infrastructure, and the economies of scale associated with high volumes of repetitive work. *** "Now, thanks to entrepreneurs smitten with aviation, US Aviation was introduced to a new type of aircraft. This plane is designed with new materials that require different maintenance training and methods, uses parts that are not yet flowing through established distribution channels, runs a reliable, mass produced, new technology engine but one that is foreign (literally and figuratively) to your mechanics. Put this in your existing business model and what happens? Your costs go up. The systems in place don't match the new aircraft types, and that sector's industry isn't fully developed. *** "Let's imagine you have a flight school with a bunch of Light-Sport Aircraft — close to 100 of the top selling LSA (set aside the purchase cost for 100 new aircraft!). You and your staff know these aircraft well: a precondition to stay in business. The flight instructors have history teaching in Light-Sport and understand the customers. You know where to get parts even though there are not too many suppliers (you probably know most of them). Your systems are in place and the business works well. Suppose our theoretical flight school introduces a few Cessna 172s into the mix. The Rotax trained mechanics start scratching their heads, 'Where's the gearbox? How does the airplane fly with the engine barely running above idle? Look at the size of that oil filter!' Your business is just not set up for this. You have to figure out how to create new systems and get new maintenance training. All the instructors need to transition from driving new sports cars to driving older sedans. Operating costs increase because it is a different business than the well-rehearsed (LSA) business you know so well. *** "Our hypothetical flight school is passionate about aviation, in it for the long haul and wants to make it all work. Choosing to operate both businesses (Cessna 172s integrated into a large LSA flight school), leaders step up to the plate, bring in people that know the industry, get flight instructors passionate about their realm of flight, train mechanics to different technologies and watch the expenses reduce as both business models take off." *** What Scott describes in his parable is the situation at US Aviation, a big, growing, successful GA flight school bringing in "upstart" Light-Sport Aircraft. It isn't easy, but they are determined to make it work because people like Scott Severen see the future of aviation with LSA being deeply involved. Thanks to Scott for this (hopefully ever less) rare viewpoint.

Flight schools —- like many private buyers — are hyperfocused on, “What does an aircraft cost to operate?” Busy flight schools operating at high volume simply must track how all the pennies add up. In this article we asked US Aviation’s Scott Severen for info (based on an earlier post). Why US Aviation? While much of aviation has been down in the dumps, this Texas operation has been growing rapidly. Everybody is else down. They’re up. How to explain? Could it be the company’s willingness to embrace change? *** “Many factors drive the operational experience and maintenance costs in flight school,” wrote Scott. “If a facility is set up for a particular type of aircraft, with flight instructors knowing the aircraft intimately, with experienced mechanics well trained in the upkeep of that aircraft, and a parts department with well-established suppliers, then you can create a business model to work very efficiently.

Pipistrel Finalizes a New LSA Trainer

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Pipistrel's new Alpha Trainer takes off.

Aimed at economy, Alpha uses the 80-hp Rotax 912 and a two-blade wood prop.

Alpha joins a broad range of light aircraft.

Alpha's interior invites new student pilots. An airframe parachute comes standard.

Engineers at Pipistrel must not sleep in too often. This company, which won the NASA efficiency challenge several times — in 2011 taking home a $1.35 million cash prize! — just unveiled a full-size version of a sleek four seat design called the Panthera. Now on the other end of the spectrum comes their Alpha Trainer, a reasonably priced LSA model aimed at the flight instruction market. Their range of models is broad running from powered sailplanes to multiple LSA models. *** "Pipistrel is proud to announce the successful conclusion of the test flights program and the release of our new aircraft, the Alpha Trainer," announced the company, which operates production facilities in Slovenia and Italy. Developed as a basic military aircraft trainer at the request of certain countries, Alpha is supplied in nosewheel-only configuration, part of a slate of decisions to hold down the price. Two models were developed; one for the European ultralight market at max weight of 1,040 pounds and another at 1,212 pounds for the LSA market, specifically for nations that accept some version of ASTM standards. *** Despite having less than 1,320 gross weight, Pipistrel says full fuel payload is an impressive 507 pounds. One way they achieve this is with a smaller central 15 gallon fuel tank. In practice, Pipistrel said this quantity produces a 390 nm range with 30-minute reserve at a cruise speed of 108 knots (124 mph). In a training role the company said, "Alpha uses less than 2.5 gph, effectively giving five hours endurance." One way to find such fuel economy is by using the 80-hp Rotax 912, which swings a two-blade fixed pitch wood propeller. A lower weight helps to "achieve very short take-off distance and climb rates of over 1000 fpm." Alpha sports a new wing that is based on the sleek Virus wing though they removed the air brakes to reduce cost and make for simpler controls. Flaperons were also changed to have 25 degrees of flap travel. *** Alpha lists for €69,000 or just under $90,000 at today's exchange rates. "Customers have evolved from [those seeking] basic, entry-level aircraft to more sophisticated pilots who require glass-everything with autopilot and many other additions. This is great if you can afford it, but lately the ailing economy mostly does not allow that." Many Americans would agree and none more than flight schools, which are challenged to find financing able to allow new aircraft purchases. As a result many use vintage Cessna 150s and 172s that are older than their younger students. Alpha could help alter that equation. The European company reports, "We are working with several finance companies and business planners to develop a complete turnkey solution for a start-up training school business." U.S. representatives can fill in the details of this plan. Before you call, you can download a very complete, 13-page Alpha info PDF with full specs and lots of photos.

Engineers at Pipistrel must not sleep in too often. This company, which won the NASA efficiency challenge several times — in 2011 taking home a $1.35 million cash prize! — just unveiled a full-size version of a sleek four seat design called the Panthera. Now on the other end of the spectrum comes their Alpha Trainer, a reasonably priced LSA model aimed at the flight instruction market. Their range of models is broad running from powered sailplanes to multiple LSA models. *** “Pipistrel is proud to announce the successful conclusion of the test flights program and the release of our new aircraft, the Alpha Trainer,” announced the company, which operates production facilities in Slovenia and Italy. Developed as a basic military aircraft trainer at the request of certain countries, Alpha is supplied in nosewheel-only configuration, part of a slate of decisions to hold down the price.

EASA Approves Another: Evektor’s Type Certificate

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Evektor is touting their EASA approval to operate under ASTM standards like American LSA.

Approved! Now Europeans can enjoy LSA.

Sportstars fly in close formation in Florida. photo by James Lawrence

The rush is on in Europe... well, at least for the best-prepared of LSA producers. EASA, the European Aviation Safety Agency, has accepted ASTM standards as a means of certifying a light aircraft in the European Union countries, but put its own stamp on this approval. Those wishing to sell an ASTM-compliant SLSA in Europe have some extra hoops through which to jump. The letters DOA, POA, and RTC apply, being, in order, Design Organization Approval, Production Organization Approval, and Restricted Type Certificate. If you think that sounds a little like Part 23 requirements (read: expensive), you're right. Yet if a LSA producer wants to sell essentially the same airplane in the USA and the EU, you have to get all the approvals. Recently, a third company achieved this, following Czech Sport Aircraft and Flight Design. *** The Czech company announced, "Evektor SportStar RTC gains EASA CS-LSA Type Certification and becomes one of the first aircraft on the market certified according to the latest EASA CS-LSA regulations." Evektor added that they consider this great news for flight schools, aeroclubs and private pilots as the SportStar RTC raises the bar of flight training and cross-country flying to a new level. "Modern design, robust metal construction, flight-school-proven reliability and half the operation cost compared to conventional training aircraft make the SportStar RTC true choice for private and commercial training," said Peter Javorsky, Managing Director of Evektor-Aerotechnik. *** SportStar RTC was certified as a derivative of the Evektor EASA JAR/VLA-certified training aircraft known as Harmony VLA which they believe reflects the latest development in flight school training, safety and travel comfort. SportStar was the very first aircraft approved by FAA in the American SLSA category in April 2005 and has logged many sales in use as a basic flight trainer in the USA, Australia and other countries. An EASA Restricted Type certificate enables Evektor to begin delivery of fully manufactured SportStar RTCs to customers in Germany, Holland, Czech Republic, and Turkey. The company's U.S. representatives — Dreams Come True (Steve Minnich) and AB Flight (Art Tarola) — explained that Evektor-Aerotechnik is one of the world's largest manufacturers of light sport aircraft, advanced ultralight, and Private Pilot license training airplanes, with over 40 years experience in aircraft manufacturing and EASA-certified production. Evektor has a sales network in more than 40 countries all around the world. A fleet of more than 1,100 Evektor aircraft has been already delivered worldwide. The latest Evektor project is the twin engine turboprop EV-55 Outback that can transport 9 to 14 passengers or be configured for cargo hauling. Strongly Recommended Reading This unrelated item seems worthy of being tagged to a news item on regulatory approval. Mac McClellan's editorial entitled "European Rules Coming to Homebuilts?" deserves your attention as it strikes right at the heart of a growing problem in America: steadily increasing regulation to protect society and ourselves from bureaucrat-perceived danger. I won't add more of my opinion here but urge all ByDanJohnson.com readers to go to Mac's blog piece — but even more importantly — to read the numerous thoughtful comments from a wide variety of commenters. Your future of recreational flying may be at risk!

The rush is on in Europe… well, at least for the best-prepared of LSA producers. EASA, the European Aviation Safety Agency, has accepted ASTM standards as a means of certifying a light aircraft in the European Union countries, but put its own stamp on this approval. Those wishing to sell an ASTM-compliant SLSA in Europe have some extra hoops through which to jump. The letters DOA, POA, and RTC apply, being, in order, Design Organization Approval, Production Organization Approval, and Restricted Type Certificate. If you think that sounds a little like Part 23 requirements (read: expensive), you’re right. Yet if a LSA producer wants to sell essentially the same airplane in the USA and the EU, you have to get all the approvals. Recently, a third company achieved this, following Czech Sport Aircraft and Flight Design. *** The Czech company announced, “Evektor SportStar RTC gains EASA CS-LSA Type Certification and becomes one of the first aircraft on the market certified according to the latest EASA CS-LSA regulations.” Evektor added that they consider this great news for flight schools, aeroclubs and private pilots as the SportStar RTC raises the bar of flight training and cross-country flying to a new level.

Flying the Newest Special LSA: Sling (#125)

By Dan Johnson || Leave a Comment (Edit)

The Airplane Factory Sling is the newest SLSA but flies like one thoroughly developed.

Sling is an all-metal construction designed in South Africa.

This particular Sling is loaded with the MGL Avionics suite plus back-up analog airspeed and altimeter.

Matt Liknaitzky (R) flew to Camarillo airport with associate Ryan Ruel.

*** While out west on business travel I had the chance to fly the latest SLSA on the List, the South African Sling. Earlier I've written about the all metal LSA's round-the-world flight but now this low wing design is being made available for sale to Americans. *** On a gorgeous Southern California day, Matt Litnaitzky and his associate Ryan Ruel took a 25-minute jaunt from the Torrence airport to the Camarillo Airport in Ventura. (This compares marvelously to a good hour and a half drive on the seemingly endless and always crowded L.A. freeway system.) Ryan cooled his jets in the Waypoint Cafe while Matt and I went aloft in silky smooth air to see how Sling turned out. In a word: beautifully. *** Handling on the newest LSA is clearly the product of careful engineering and a patient development schedule. In particular, control harmony was up with the best I've flown. I was able to execute roll-reversing Dutch rolls to 45 or 50 degrees each way within the first few swings of the joystick. I do these early in an evaluation flight as they tell me in minutes what to expect and the maneuver confirmed Matt's prior assurances that designer Mike Blythe had done his homework and CADwork well. You won't have to experiment to find the ideal combination of stick and rudder coordination to look good (and maintain full control). *** Stalls proved to be non-events that broke so modestly as to be hard to distinguish following a substantial warning of stick shake and airframe tremble. After a Hercules C130 and a multi-engine military jet passed well underneath us — believe me when I assure you we checked very carefully for traffic after that — I did power on and off stalls plus turning accelerated stalls. In every single case Sling behaved very properly, dropping only the high wing and only once tightening (to the left under power) only slightly and briefly despite my holding the stick full aft. *** Steeps turns at around 60 degrees of bank held the curve well enough to find our own wake after a modest power addition. Longitudinal stability checks found Sling consistently dampening the up and down oscillations following a modest push- or pull-and-release action. Clearly, I found much to admire in the Sling. *** Like Breezer and Alto 100, Sling uses a sliding canopy that allows a refreshing flow of air during taxi and an easier escape should you find yourself upside down in a water ditching (God forbid). *** We did a couple landings at Camarillo and I stopped at two since both were good (the first one a true "squeaker"). After that performance I didn't want to ruin my unblemished record. Matt was kind with a compliment but Sling simply lands well when you follow Matt's admonition not to raise the nose to the sky on final flare. I flew a fairly hard slip to lose altitude on the second trial and this worked well but Sling's flaps are best as they don't affect pitch when deployed. *** In all, Sling is a great addition to the many wonderful choices facing someone shopping for a Light-Sport. Watch for a full pilot report and see Matt and Ryan at Oshkosh in a couple months. ••• Meanwhile, check out AOPA writer Al Marsh's short video with airborne scenes Thanks, Al! —DJ 6/6/12

*** While out west on business travel I had the chance to fly the latest SLSA on the List, the South African Sling. Earlier I’ve written about the all metal LSA’s round-the-world flight but now this low wing design is being made available for sale to Americans. *** On a gorgeous Southern California day, Matt Litnaitzky and his associate Ryan Ruel took a 25-minute jaunt from the Torrence airport to the Camarillo Airport in Ventura. (This compares marvelously to a good hour and a half drive on the seemingly endless and always crowded L.A. freeway system.) Ryan cooled his jets in the Waypoint Cafe while Matt and I went aloft in silky smooth air to see how Sling turned out. In a word: beautifully. *** Handling on the newest LSA is clearly the product of careful engineering and a patient development schedule.

Slinging It Around the World in a New LSA

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Off to see the world... all of it! Mike Blyth (on right) and James Pitman will fly their new D6 Sling around the world, stopping at Oshkosh. Come see Mike, James and their Sling in the LSA Mall if you're headed to AirVenture.

Normally I don't write about record attempts or exceptional flights until they are completed and even then only if they are significant. Too many grand voyages end prematurely. But I've known Mike Blyth for decades and he's already accomplished several daring flights. For example, his South to South expedition went from the southern tip of South America up through the USA across the Atlantic through Europe and back down to South Africa, all in weight-shift trikes. Plus they made a very watchable movie from this large experience. So, if Mike says he is launching Around the World Expedition 2009 with a stop at Oshkosh on the way, we need to pay attention. Mike and his business partner James Pitman leave South Africa on July 17th and AirVenture begins the 27th. So, throttle up, boys! *** The trip is unusual in a few ways. One, their Sling LSA -- from the business the two aviators co-own, called The Airplane Factory -- has just completed flight testing. Secondly, this flight will take place near the equator requiring some very long legs over water. Thirdly, they will go west around the globe; most go east. *** The duo will make their 28,195-mile flight in the brand new D6 Sling, except they say they've modified this airplane to hold 118 gallons of fuel (about 24 hours worth!). A regular Sling will carry 29 gallons of fuel. Cruising at about 115 knots, they'll have to log more than 200 hours to get back home.

Normally I don’t write about record attempts or exceptional flights until they are completed and even then only if they are significant. Too many grand voyages end prematurely. But I’ve known Mike Blyth for decades and he’s already accomplished several daring flights. For example, his South to South expedition went from the southern tip of South America up through the USA across the Atlantic through Europe and back down to South Africa, all in weight-shift trikes. Plus they made a very watchable movie from this large experience. So, if Mike says he is launching Around the World Expedition 2009 with a stop at Oshkosh on the way, we need to pay attention. Mike and his business partner James Pitman leave South Africa on July 17th and AirVenture begins the 27th. So, throttle up, boys! *** The trip is unusual in a few ways. One, their Sling LSA — from the business the two aviators co-own, called The Airplane Factory — has just completed flight testing.

Is “Spin Resistance” a Big Deal? Well, Yes!

By Dan Johnson || 1 Comment (Edit)

Icon's A5 outfitted for development flight testing. Note the BRS parachute at the tail.

In Icon's new video (below) you see the Cessna 150 and A5 controlled the same way with this starkly different result.

With all surfaces tufted to show airflow, the A5 can be seen in full stall with the inboard tufts moving erratically.

Amphibians are not widely considered primary training aircraft but A5 may be able to accomplish this thanks to the spin resistant airframe.

On Memorial Day I had a chance to visit Icon Aircraft and spend some time with CEO Kirk Hawkins. We met seven years ago — just after the SP/LSA rule was released — near the beginning of his ambitions to create an entirely clean-sheet LSA amphibian. *** Recently, Icon released the video appearing below to tout their spin resistant airframe (or SRA). Aviation and mainstream media jumped on this story and you may see other reports. I reported work toward this earlier and it's been some time coming. Why the wait? From my first-hand experience with Cirrus Design and the development of their SR20, I have a bit of inside knowledge on this subject. *** Cirrus also tried to grab the golden ring of SRA, as did their then-close competitor Columbia Aircraft (the two companies won their Part 23 Type Certificate within days of one another). Neither succeeded. Cirrus turned to an airframe parachute under what's called Equivalent Level of Safety. Columbia chose a rudder spring mechanism to lessen the likelihood for loss of control. The parachute proved to be a marketing bonanza for Cirrus and their models sold then and still sell very well. *** Many feel SRA is vitally important if we are to grow aviation by making aircraft that are truly easier (and therefore safer) aircraft to fly. If you could create a design that would allow an overwhelmed student pilot to end up safely on the ground even when he or she keeps the stick buried in their gut, you'd truly have something. Cirrus deployed the parachute concept, and indeed, many lives have been spared. *** Now, Icon proudly announced that they achieved the extremely rare feat of designing a mainstream, conventionally-shaped aircraft (meaning no canard or other unorthodox solution*) that is genuinely spin resistant — not merely spin recoverable. You'll have to watch the video, maybe a few times, to grasp what I learned in several hours of conversation with Kirk. This is quite something! An Icon can be flown slowly to stall, with the stick remaining full aft and still have roll control plus the A5 will descend, in essentially straight flight, all the way to the ground or water at about 1,000 fpm. This descent rate, combined with a safety cell and other devices, could allow the occupants to walk away despite their effective loss of control (in that the pilot did not allow the aircraft to resume normal-airspeed flight). In truth, a parachute is more certain to deliver an aircraft safely to the ground than a stalled aircraft. Both can descend at survivable speeds — but the stalled-yet-controllable aircraft still has a forward motion component whereas the parachute has only a vertical descent plus whatever wind motion is created. *** Neither Cirrus nor Columbia created a spin-resistant airframe. Likewise, the video shows a Cessna 150 can't match A5's result. Except for some "specialty" designs*, no one else has done this either. That's why I consider this a big deal and one that could help aviation find a broader market. For that I salute Icon and its talented team. *** When combined with careful pilot training, an SRA aircraft like the A5 has real potential to change the student pilot paradigm by making flight instruction effective at creating new Sport Pilots who can go operate a two seat LSA in greater safety, even at the lower altitudes common to recreational flying. If you are an experienced pilot, you've learned to avoid entering a spin and you may know how to safely recover from one. Wouldn't it be better if you just never got into one? Here's the Icon SRA video: * Some other designs have promoted spin and/or stall resistance including the twin-tailed, no-rudder-pedals Ercoupe, several canard designs, and the Kasperwing, however, except for the Ercoupe none reached serial production.

On Memorial Day I had a chance to visit Icon Aircraft and spend some time with CEO Kirk Hawkins. We met seven years ago — just after the SP/LSA rule was released — near the beginning of his ambitions to create an entirely clean-sheet LSA amphibian. *** Recently, Icon released the video appearing below to tout their spin resistant airframe (or SRA). Aviation and mainstream media jumped on this story and you may see other reports. I reported work toward this earlier and it’s been some time coming. Why the wait? From my first-hand experience with Cirrus Design and the development of their SR20, I have a bit of inside knowledge on this subject. *** Cirrus also tried to grab the golden ring of SRA, as did their then-close competitor Columbia Aircraft (the two companies won their Part 23 Type Certificate within days of one another). Neither succeeded.

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