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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)

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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!

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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.

Older Gentleman Versus Enthusiastic Teenager

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Some Cessna 152s are in sweet condition...

...others not so much (hopefully, this one is headed to the paint shop).

Cessna Skycatcher is "different" than the same company's earlier two-seat trainer.

Remos' newest GX has all the modern equipment and a new-airplane smell.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that's what Cessna's top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won't notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse. All this can mean some extra time is needed to convert from a Cessna 150 (or other GA airplane) to a LSA, however... *** LSA also offer several advantages: • Cessna 150s and 152s, the newest of which was manufactured in 1985 — 27 years ago; the average age is well over 35 years old — may be older than the students who come to fly them. The oldest LSA are seven years old and most folks agree that new is nice; • Cessna 150/152s almost never have any modern avionics, where nearly all LSA sport glass screens and more; • LSA are much quieter; listen for yourself; • C-150s use more fuel, certainly so compared to the new fuel injected Rotax 912 iS and most cannot use auto fuel at one third less cost (though STCs are available so 150s can burn mogas); • LSA are roomier, often having a lot more interior space. They have better visibility. Many come with airframe parachutes. And they smell newer. Really, would you love to rent a 35-year-old car from Hertz? *** Another point is the durability of LSA in a flight school. Here the Cessna 150 is a tried and true workhorse. Many have well over 10,000 hours. Some feel LSA cannot match this. None have passed that number of airframe hours but we have several examples with more than 3,500 hours on them and they seem to be holding up just fine. Here's one example. Here's another *** The downside for LSA: they aren't as well known, they cost a lot more (new always does), the mechanics don't know them as well, specifically, some ask if LSA are more difficult to keep maintained? Regarding the latter... *** US Aviation (the location for the above mentioned video) offered to tell us about another part of that video, namely the maintenance issues surrounding LSA and comparing that company's experience with Cessna 150/152s. Watch for it.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that’s what Cessna’s top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won’t notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse.

Out of Steam? No Way! Welcome to Sling

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The Airplane Factory's Sling is SLSA #125

Sling features a sliding canopy, seen here at the Torrance, California airport. Cleverly, the N-numbers appear to spell "Sling."

Matt Liknaitzky (3rd from right) is seen with DAR John Shablow (L) and officials from FAA's Long Beach MIDO office.

Have you been thinking that it's been some time since a new Special LSA was announced? While the torrid pace of yesteryear has abated, it ain't over yet by a long shot. I know of at least a dozen aircraft still in progress to achieve SLSA status. Now, welcome to Sling, SLSA #125. *** Quietly back on April 18th, 2012 Sling N511NG, based at Torrance, California, received its pink Airworthiness certificate. You may recall reading about a South African Sling earlier, the aircraft completing a world-circling flight that its developers achieved in a fresh-off-the-drawing-board design. *** Sling began development in 2006 in South Africa; 60 airplanes have been delivered to other countries. "This airplane is the first U.S.-registered Sling," stated Matt Liknaitzky, the representative of American importer The Airplane Factory USA. Sling was designed from the start to make full use of the LSA envelope and to be in compliance with ASTM standards for Special Light-Sport Aircraft. *** With partner James Pittman — his cabin mate for the round-the-world flight — Mike Blyth started The Airplane Factory to create Sling. A pioneer of microlight aviation in South Africa, Mike has been involved in designing, building, and selling aircraft since 1985. An aviation adventurer of several grand flights, Mike also became a very capable film maker to tell the story of his flying exploits. He has also owned the Rotax engine distributorship in South Africa for more than 25 years. *** The Airplane Factory is based in Johannesburg, South Africa, where Matt says they employ a full-time staff of 75 able to produce five ready-to-fly Slings per month. The company also supplies kit versions. In countries that permit, Sling will be made available as an ELSA kit or as an Experimental Amateur Built kit. *** "The Airplane Factory, Inc., in California — sister company to The Airplane Factory in South Africa — is the U.S. entity responsible for marketing, distributing, and supporting the Sling line of aircraft in North America," Matt added. "Using the motto, 'Bringing the Spirit of Aviation to the Masses,' The Airplane Factory, Inc., plans to work on rejuvenating aviation in local communities using innovative flight training, flying club, and marketing strategies." *** Sling N511NG will be based at Torrance Airport (KTOA) and will be flying to EAA AirVenture Oshkosh 2012 where it will be on display at Booth #305. For more information contact The Airplane Factory, Inc.

Have you been thinking that it’s been some time since a new Special LSA was announced? While the torrid pace of yesteryear has abated, it ain’t over yet by a long shot. I know of at least a dozen aircraft still in progress to achieve SLSA status. Now, welcome to Sling, SLSA #125. *** Quietly back on April 18th, 2012 Sling N511NG, based at Torrance, California, received its pink Airworthiness certificate. You may recall reading about a South African Sling earlier, the aircraft completing a world-circling flight that its developers achieved in a fresh-off-the-drawing-board design. *** Sling began development in 2006 in South Africa; 60 airplanes have been delivered to other countries. “This airplane is the first U.S.-registered Sling,” stated Matt Liknaitzky, the representative of American importer The Airplane Factory USA. Sling was designed from the start to make full use of the LSA envelope and to be in compliance with ASTM standards for Special Light-Sport Aircraft.

Flying the Airplanes of Sebring 2012 — Bristell

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photo by Michal Pavlasek courtesy Liberty Sport Aviation

BRM Aero's new Bristell at Sebring 2012.

Smoothly achieved Bristell flies beautifully.

Not only wide (51.2 inches) Bristell's cockpit offer these occupants plenty of headroom. photo courtesy Liberty Sport Aviation

Since Sebring in January, the airshow season has rushed by at warp speed and now we return to more aircraft flown at the event that kicks off the aviation year. We'll add more from Sun 'n Fun soon plus we're loading more than 30 new videos. In this post, we have a quick look at the all-new Bristell, first unveiled to the American pilot community at the AOPA Summit last fall in Hartford Connecticut. *** If you feel a sense of deja vu when looking at Bristell, that's understandable. It has some common design heritage with the SportCruiser or PiperSport because the man behind the BRM Aero Bristell — Milan Bristela — was once affiliated with Czech Aircraft Works which originated the design. That's when Milan and I first met. He left the former company before it was taken over by Czech Sport Aircraft, designed another aircraft with a different partner, and finally chose a path all his own. Milan calls this a fifth generation design owing to his earlier work. Evidently those iterations paid off because at Sebring 2012, several media reporters went over the Bristell carefully and every one I spoke to was quite impressed (not always easy with reporters used to looking over everyone's latest and greatest projects). *** What really struck me were the many detail considerations, perhaps a function of long work on a design concept. Our video goes over many of these plus the very comfortable — and roomy (see photo) — cockpit. *** I offer some specifications to help tell the story. Engine is the ubiquitous 100-hp Rotax 912; Span is just under 30 feet; Empty weight 729 pounds; Payload with full fuel (32 gallons) is 400 pounds; Range 700 nm based on more than six hours endurance burning 5.5 gph in high cruise; Cabin width is a whopping 51.2 inches, almost a foot wider than a Cessna 172; Baggage capacity is significant carrying 121 pounds in two wing lockers and space aft of the seat. Of course, the latter depends on other loading but is nonetheless appealing to those who want to travel in the Bristell. The U.S. importer says Bristell will get you from Philadelphia (not far from their current location) to Chicago with a single fuel stop. Stall is a low 32 knots or 39 clean and what's called "max structural cruise" is listed at 116 knots or 133 mph. Never exceed speed is 145 knots. The Czech company is also working on a retractable model though that will not qualify under American LSA regulations. *** In flight, Bristell was a thing of beauty with wonderful handling and a seemingly unimpeachable stability profile. I didn't find any warts and I spoke to three other flight reviewers who were equally enthusiastic. Perhaps you ought to take a flight at an airshow near you. Because importer Bristell USA is new to the game (though well established in the LSA business), dealerships have not sprung up across the USA... yet. Even in an economic downturn that is taking its toll, Bristell seemed a breath of fresh air. Click to gain more info.

Since Sebring in January, the airshow season has rushed by at warp speed and now we return to more aircraft flown at the event that kicks off the aviation year. We’ll add more from Sun ‘n Fun soon plus we’re loading more than 30 new videos. In this post, we have a quick look at the all-new Bristell, first unveiled to the American pilot community at the AOPA Summit last fall in Hartford Connecticut. *** If you feel a sense of deja vu when looking at Bristell, that’s understandable. It has some common design heritage with the SportCruiser or PiperSport because the man behind the BRM Aero Bristell — Milan Bristela — was once affiliated with Czech Aircraft Works which originated the design. That’s when Milan and I first met. He left the former company before it was taken over by Czech Sport Aircraft, designed another aircraft with a different partner, and finally chose a path all his own.

Aero 2012 — One More Thing…

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Yuneec's 2012 eSpyder with new nose pod allowing easier entry.

Tom Peghiny spotted the es-trike at Aero 2012.

A simple titanium frame keeps es-trike light. Also note the extended prop shaft to keep blades in clean air.

Clean and tidy, es-trike should offer excellent soaring flight characteristics. Note the prop blades fold forward for reduced drag during soaring flight.

Aero 2012 is one of those shows that has interesting aircraft in more nooks and crannies than even a crack reporter like Dave Unwin can find. Thanks to Tom Peghiny (of Flightstar eSpyder, and Flight Design USA fame), we have more from the German show. —DJ |||| At Apple press events, the late Steve Jobs would often tease the crowd with "one more thing." Here's the ByDanJohnson.com equivalent from Aero... *** Enthusiasts of electric aircraft realize that the road to electric-powered, general-use aircraft is still off in the future. For example, we haven't seen much lately about the electric Cessna 172 project. One thing seems certain: the first electric airplanes to find market success will surely be the lightest of the breed. *** Tom Peghiny sold his Flightstar designs to electric aircraft developer, Yuneec so they could advance the eSpyder. Tom confirmed Yuneec is hard at work and that we'll see the eSpyder as an LSA in America but first it will appear as a German ultralight. *** Besides Tom Peghiny's work in the powered aircraft arena, he is also a longtime expert hang glider pilot. So when he raved about the Electric Sports trike he found at Aero 2012, I paid attention. *** Designers Eduard van de Kraats and Wolfgang Zankl started their project in spring of 2011. Their progress was swift. Including the lightest batteries es-trike is claimed to weigh only 67 pounds or 99 pounds even with the longest-lasting batteries. Adding the ATOS VR 190 wing at 97 pounds, the total aircraft is approximately 164-196 pounds thanks significantly to a titanium trike frame (the carriage alone is a mere 26 pounds). An extended shaft keeps the prop out of disturbed air, which the designers say increases power and quiets operation. *** The ATOS VR 190 wing is one of the most impressive available with a glide angle beyond 20:1, stall at 23 mph (on the es-trike) and top cruise speed of 55 mph. All these measurements keep the rig well with Part 103 parameters. *** Takeoff in the es-trike requires less than 100 feet and it can climb at 400-600 fpm (presuming a pilot weight of 154 pounds; your results may vary). Endurance is specified as 25 minutes with an 18-pound battery pack up to two and half hours with a 51-pound battery pack. Even with the biggest battery set, es-trike still easily qualifies under FAR Part 103 but various battery packs are available. For a thorough review of all aspects of the es-trike read this PDF file. *** Get more info on the es-trike at the company's website or by emailing Electric Sports. The company is presently working on a two-seat version. The southern German company has no U.S. representation at this time. For some excellent in-flight views of the Electric Sport trike with what may be sleekest wing available (the A.I.R. ATOS VR 190), watch this video:

Aero 2012 is one of those shows that has interesting aircraft in more nooks and crannies than even a crack reporter like Dave Unwin can find. Thanks to Tom Peghiny (of Flightstar eSpyder, and Flight Design USA fame), we have more from the German show. —DJ |||| At Apple press events, the late Steve Jobs would often tease the crowd with “one more thing.” Here’s the ByDanJohnson.com equivalent from Aero… *** Enthusiasts of electric aircraft realize that the road to electric-powered, general-use aircraft is still off in the future. For example, we haven’t seen much lately about the electric Cessna 172 project. One thing seems certain: the first electric airplanes to find market success will surely be the lightest of the breed. *** Tom Peghiny sold his Flightstar designs to electric aircraft developer, Yuneec so they could advance the eSpyder. Tom confirmed Yuneec is hard at work and that we’ll see the eSpyder as an LSA in America but first it will appear as a German ultralight.

EASA Awards First Two Restricted Type Certificates

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Proudly displaying the first-ever EASA Restricted Type Certificate awarded are Jiri Konecny (L) and Josef Vlachynsky. photo courtesy Jan Fridrich

Flight Design Technical Director (and ASTM Committee Chairman) Oliver Reinhardt holds proof of the company's new RTC at Aero 2012. photo courtesy of Jan Fridrich

On Day 1 of Aero 2012, Dave Unwin reported hearing many comments about EASA's halting move toward acceptance of the concept of SP/LSA, which was invented in the USA. The European Union, with an equally proud heritage of aviation, is showing familiar reluctance to embrace what another country has achieved, even when aircraft builders in the EU seek a one-for-one alignment of the rules so that aircraft certified in one country can be sold in another... as happens now with (most) European airplanes being accepted in the USA. *** While the slow-motion drama continues to unfold, EASA is moving ahead with its DOA/POA/TC approach requiring Design and Production Organization approval and a Type Certificate. *** Some companies have seen that a faster way to enlarging their market is to accept EASA's more burdensome method. They sought to meet the DOA/POA/TC requirements and on Day 1 at Aero, the first two type certificates were awarded. *** Czech Sport Aircraft, builder of the SportCruiser (formerly and temporarily known as the PiperSport) was awarded their TC on April 16th, followed immediately by Flight Design on April 17th. *** Congratulations to both companies for succeeding in the pursuit of EASA approval. *** From the German airshow, Jan Fridrich of LAMA Europe wrote, "Yesterday, the long awaited event happened. EASA issued first two RTC certificates. SportCruiser (listed as the "PS-28 Cruiser") from Czech Sport Aircraft received first ever RTC from EASA followed quickly by the "CTLS-ELA" from Flight Design. Both were handed over during the opening day of Aero 2012 on April 19th." *** Flight Design announced the new approval in their press conference, "We are very proud to announce that Flight Design was granted Restricted Type Certification (R)TC for the CTLS. This was a very large and challenging process and a high bar to clear for Flight Design but the goal has now been achieved and the result will be very beneficial for both the company and our customers. With the (R)TC, the CTLS will now be allowed to be used more extensively in flight training, charter and other roles, measurably increasing revenue and the value of the (R)TC CTLS." *** The news from Aero will continue over the next days.

On Day 1 of Aero 2012, Dave Unwin reported hearing many comments about EASA’s halting move toward acceptance of the concept of SP/LSA, which was invented in the USA. The European Union, with an equally proud heritage of aviation, is showing familiar reluctance to embrace what another country has achieved, even when aircraft builders in the EU seek a one-for-one alignment of the rules so that aircraft certified in one country can be sold in another… as happens now with (most) European airplanes being accepted in the USA. *** While the slow-motion drama continues to unfold, EASA is moving ahead with its DOA/POA/TC approach requiring Design and Production Organization approval and a Type Certificate. *** Some companies have seen that a faster way to enlarging their market is to accept EASA’s more burdensome method. They sought to meet the DOA/POA/TC requirements and on Day 1 at Aero, the first two type certificates were awarded.

Cessna Drops 80 Skycatcher Orders in Europe?

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No Skycatchers for Europe? See the update at the end of the article.

This article has been updated; see at end. According to a French dealer for Cessna, 80 Skycatcher orders have been cancelled. Why? Well, possibly this... *** For many months, my LAMA Europe colleague, Jan Fridrich and others have tried to convince EASA to adopt the U.S. version of LSA rules including acceptance of ASTM standards as the means of certification for these light aircraft. EASA arrived at different rules that demand that producers meet DOA and POA regulations, which are rather expensive and burdensome. (EASA is the European Aviation Safety Agency, roughly the equivalent of FAA for the entire European Union. DOA is Design Organization Approval and POA is Production Organization Approval. In addition EASA demands a Restricted Type Certificate). EASA has accepted ASTM standards via its CS-LSA (Certification Specification [for] Light-Sport Aircraft) but layered on top of this is their DOA/POA/Type Certification requirement. *** A small number of LSA builders — Evektor, Tecnam, Flight Design, and possibly others — have reportedly gained these approvals, so it is possible for companies to comply. But EASA "Fees & Charges" are considerably higher for non-EU producers (like Cessna) partly because non-European manufacturers must pay for a minimum of two inspectors to travel from Europe to perform investigations and the company must allegedly pay a high hourly cost for each inspector even while they travel. Some have estimated the cost of EASA approval at beyond $200,000 for an aircraft like Skycatcher plus lesser charges in following years. In Cessna's case, the cost would surely include additional expense when those EASA inspectors also visit China where Skycatcher is manufactured. *** If it is true that Cessna considered it too expensive or burdensome to make the effort, can you imagine any other non-European producer being willing to spend the money? While the rules put in place by EASA probably were not intended to lock out non-EU producers, that could nonetheless be the result. *** My associate, Jan Fridrich, wrote, "I was just informed that the French dealer of Cessna announced end of Cessna's effort to certify Skycatcher in Europe. You know that I reported this in January from Sebring." To quote the source, here is what the French dealer wrote on their website: "Aeromecanic is sad today to confirm that Cessna is canceling all Skycatcher's orders for the European market. • First of all we would like to thank all our customers who trusted us and Cessna while ordering this aircraft over the last two years. • Aeromecanic was proud to have the incredible number of 80 orders; this was possible thanks to our hopes in the great job of Cessna's engineers. • We really want to say all of our customers that Aeromecanic is working hard to propose another great solution for all flying clubs, flight schools, and private owners. • We are really sorry to give such bad news, but once again Aeromecanic will be with you to ensure your operations." *** Whatever the reason for Cessna's apparent withdrawal, the good news is that other countries are accepting ASTM standards and sales are proceeding. American producers have sold to Australia and Brazil without added hoop-jumping. Yet according to Aeromecanic, Europeans won't be flying the Skycatcher. Updated 4/15/12 and 4/17/12 — According to a relayed message [since updated directly by Cessna], Cessna Manager, External Communications, Andy Woodward wrote, "Reports from various sources indicate that the Cessna Aircraft Company is cancelling plans to sell the Skycatcher in Europe. These reports are inaccurate. Cessna has not cancelled plans to sell the Skycatcher in Europe; we will temporarily suspend taking new orders for the Skycatcher until European Aviation Safety Agency (EASA) certification has been granted. *** The Skycatcher program in Europe has been hampered by the differences in aircraft classification between the Europe and the United States. Cessna is working with the EASA to certify the Cessna 162 Skycatcher and we are striving to find an economical solution that benefits our customers and satisfies EASA standards. We will recommence accepting orders when we are clear on a path towards cost effective certification from EASA. *** Some parties are interpreting the return of Skycatcher deposits as being more significant than it is. This is just a step we are taking to make sure we maintain a positive relationship with the Skycatcher customer. It's impossible to gauge how long certification will take, and we don't want a procedure that is beyond our control to affect our relationship with our customers." |||| Thanks to Francois Besse of Altipresse for first alerting to us to communications from Cessna and for Cessna's subsequent clarification.

This article has been updated; see at end. According to a French dealer for Cessna, 80 Skycatcher orders have been cancelled. Why? Well, possibly this… *** For many months, my LAMA Europe colleague, Jan Fridrich and others have tried to convince EASA to adopt the U.S. version of LSA rules including acceptance of ASTM standards as the means of certification for these light aircraft. EASA arrived at different rules that demand that producers meet DOA and POA regulations, which are rather expensive and burdensome. (EASA is the European Aviation Safety Agency, roughly the equivalent of FAA for the entire European Union. DOA is Design Organization Approval and POA is Production Organization Approval. In addition EASA demands a Restricted Type Certificate). EASA has accepted ASTM standards via its CS-LSA (Certification Specification [for] Light-Sport Aircraft) but layered on top of this is their DOA/POA/Type Certification requirement. *** A small number of LSA builders — Evektor, Tecnam, Flight Design, and possibly others — have reportedly gained these approvals, so it is possible for companies to comply.

LSA Highlights from Sun ‘n Fun 2012

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Cessna's Skycatcher did demo flights in the space formerly known as the Ultralight Area... or Paradise City. photo courtesy UltralightNews

Sky Arrow is back! A joyous occasion for Hansen Air Group and new owner, Magnaghi Aeronautica. photos courtesy UltralightNews

Tecnam's Taildragger, the prolific company's first, was widely admired in retro finish. photo courtesy James Lawrence

World Aircraft's new Vision has wonderful visibility and the easiest entry yet among LSA.

Dubbed the "Wonder Bread airplane" for obvious reasons, Belite's Part 103 design flew regularly. photo courtesy UltralightNews

North Wing's Solairus is a sweet-flying Part 103 trike with the Bailey four stroke, electric start engine. photo courtesy UltralightNews

Rotax BRP launched their fuel injected 912 iS engine to a warm response in this opening day press conference; standing room only.

M-Squared's Breese was highly modified by owner Ray Anderson. It flew with great energy pushed aloft by the 80-hp Turbo HKS. photo courtesy UltralightNews

Mike Theeke of Fly Hard Trikes showed his Sky Cycle powered by the 35-hp Verner four stroke with electric starting.

Gorgeous nose art customized this Scout two seater trike from North wing.

John Moody is celebrated as the "Father of Ultralights." Here he flies a version of his Easy Riser first powered in 1975. photo courtesy of UltralightNews

Whew! It's over. Man, Sun 'n Fun can be the busiest six days of one's life... well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain't easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I'll post here as each is done. We've got some great stuff coming for your viewing enjoyment! |||| LSA MANUFACTURERS I met the new business leader (in Cessna jargon) for the Skycatcher LSA. Traci Leopold confirmed the Wichita giant's support for their lightest aircraft, now being assembled in Independence, Kansas alongside other Cessna icons.*** Sky Arrow is returning after several years stuck in an Italian court. A large company called Magnaghi is rescuing the sweet flyer and will begin production shortly. Hansen Air Group will continue its steady representation of this composite design. *** The most successful light amphibian (600 sold to homebuilders; 500 flying), SeaRey is celebrating its 20th anniversary with new owner Adam Yang at the helm. Designer Kerry Richter remains on the job as they progress toward Special LSA certification. *** World Aircraft's new Vision offers extraordinary visibility and a few other user-friendly features like a fold-away joystick and enormous door openings to ease entry/exit.*** Tecnam drew solid interest in their Lycoming-powered taildragger, their first... this from a company that has many fetching designs running all the way up to twin-engine, conventionally certified aircraft. *** Jabiru U.S. won a Grand Champion award for their Jabiru 3300 engine installation on an especially handsome RV-12 LSA; Jabiru built the Van's kit and configured the powerplant. |||| LIGHT PLANE POWERPLANTS Lycoming is coming on stronger in the LSA field, with installations on Falcon, Comet, and Tecnam with hints of more to follow. The O-233 removed 40 pounds from the O-235 model so well known in the USA. Its being employed to create the second and third aerobatic aircraft in the LSA space. *** Dominant powerplant supplier Rotax make a huge splash with their 912 iS U.S. launch, including a packed press conference and a professional display near the entrance in the LSA Mall. Fuel injection has arrived to the LSA sector in a classy way. Flight Design jumped into action with a special model named the CTLSi, specifically configured for the new engine. Rotax powers 75% of all LSA designs. *** I got to fly Ray Anderson's unique M-Squared Breese single place powered by the 80-hp Turbo HKS, my first experience with this delightful engine. Saying it performs well hardly does justice to plane or powerplant. |||| PART 103 ULTRALIGHT VEHICLES North Wing showed their new composite body Solairus Part 103 trike. I flew it with the 20-hp Bailey single cylinder four stroke electric starting engine from UK. What a hoot! Watch for a mini-review right here ASAP. *** Sun 'n Fun visitors saw the Verner two cylinder four stroke engine on the Sky Cycle, another Part 103 trike. (Part 103 "ultralight vehicles," as FAA calls them, require no pilot license or N-numbers. The category celebrates its 30th anniversary this fall!) The four stroke Verner offers 35 horses and electric starting. I'd flown the four cylinder version of the Swiss engine many years ago and was impressed with its smoothness. *** The Part 103-legal "Wonder Bread" Belite aircraft turned many heads with its bright "spotty" paint job and the world's lightest instrument panel. Their solid-state "gauges" make a panel less than an inch thick, really great for ultralight aircraft but popular among homebuilders, too. *** Still in the former ultralight area, we did a fun interview with the "Father of Ultralights," John Moody, and we checked out his two 1980s Eagle ultralights plus the 1976 Easy Riser he uses in an airshow act. John's a great guy who deserves the attention. (I am honored to have won the USUA's Moody Award in 1999.) |||| MORE COOL FLY-STUFF I visited with Mark Ausman of Vertical Power. I never fully grokked their product line of electronic circuit breakers, but I've got it now and understand the enthusiasm airframe makers and home builders have shown. *** Don Ayers described his new SportShares program that helps find partners to share ownership of a SportCruiser. Similarly, David Kruger advanced his work with AOPA on the ownership partner program he developed and transferred to the big member organization. *** Breezer Aircraft USA showed us their new iPad app with all their manuals and more handily available on the ubiquitous tablet; it seemed nearly everybody at Sun 'n Fun uses an iPad. *** My onetime employer, BRS parachutes, has renewed their focus on LSA. They presented a great forum with an actual user (who deployed from a Cirrus SR22) doing most of the talking. It's great to see them reenergized; the company has saved 274 lives and counting. |||| AIRCRAFT TO FOLLOW At the Aero show in Germany in mid-April 2012, Pipistrel will debut their new $85,000 Alpha flight trainer and they'll reportedly show their super-sleek Panthera four seater project. One of their other birds making a round-the-world flight recently "summited" Mt. Everest. *** Come Oshkosh 2012, we'll be watching for first displays of the dreamy Lisa Akoya LSA amphib seaplane with an interior treatment and a sexy exterior to challenge Icon's A5. Also Edra will be bringing their Super Petrel, another seaplane Americans know but have not seen for many years. It will have many new features company officials assured me. *** And yet... "there's still more to come!" as the late-night commercials exclaim. The development energy in Light-Sport Aircraft remains nothing shy of phenomenal. |||| FIRSTS AND ANNOUNCEMENTS The 10-year-old committee (F37) that worked with ASTM to write LSA certification standards had their first-ever meetings at Sun 'n Fun. I was unable to attend due to other duties but the volunteer group continued good work on LSA standards including new ones in development for electric-powered aircraft. They work hard so FAA need not. *** In related news, LAMA announced signing final contracts with Embry Riddle to provide independent third-party LSA audits, an action FAA supports even while it conducts "practice audits" of its own. *** The unique area known as Paradise City was all abuzz over the prospects of the LSA Mall moving to the entrance to this charming Sun 'n Fun venue with its own runway. Many new plans are being prepared to revitalize the Lightplane exhibit area. The biggest (stunning!) news was the chance to fly during the main airshow starting in 2013; demo operators and more seemed charged up about this opportunity. *** Sun 'n Fun 2012 may have started a bit slow but vendors said they signed more orders than in previous years. Friday logged an all-time attendance record and Saturday was also exceptionally busy plus the night airshow was the best attended ever. In all, a excellent show for new leader John "Lites" Leenhouts, his staff, and an army of volunteers. *** Oh, one more thing... thank you Sun 'n Fun for air conditioned bathrooms with hand washes. One should appreciate the simple things in life, my wife assures me.

Whew! It’s over. Man, Sun ‘n Fun can be the busiest six days of one’s life… well, at least until the next one. In this survey article, I want to skim the very top of what I found interesting at the recently concluded show. Each highlight will get fuller coverage. Before starting, though, I owe a couple shout-outs. *** A huge, enormous thanks to Jim Lawrence who kept you up on a daily basis. Accomplishing that means long days shooting photos, interviewing personalities, and working into the night in a motel room with a crappy Internet connection. It may look easy and fun but only half that assessment is true (hint: it ain’t easy). *** Secondly, another thanks-a-million to UltralightNews, my video collaborator. I have the easy job; they will put in an enormous number of hours to edit and finish more than two dozen new videos that I’ll post here as each is done.

Young Sport Pilots Featured at Sun ‘n Fun 2012

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Breezer LSA will open the Sun 'n Fun airshow on Wednesday March 29th, 2012. photo courtesy Breezer Aircraft USA

Phillip "Maverick" Herrington and Angel "Talisman" Castellanos, a pair of 17 year olds, will perform a precision formation flight.

Taking their training seriously allowed these two young pilots to gain a rare opportunity.

Breezer Aircraft USA, run by LSA expert Mike Zidziunas (or "Mike Z") is based at Plant City, a neighboring airport to Sun 'n Fun.

Remember when you were 17? For a pair of Sport Pilots that age, Wednesday at Sun 'n Fun 2012 will be a day they remember, possibly for the rest of their lives. How cool is that?! *** According to the good folks at Breezer Aircraft USA, "On March 29th, the Sun 'n Fun air show will open with an event which people all around have declared impossible!" To kick off the show, two Central Florida Aerospace Academy students will use a pair of Breezers to perform a precision formation fly-by to open the afternoon air show. The two pilots are Juniors in high school. *** The Central Florida Aerospace Academy of Kathleen High School is home to some of Polk County's most advanced students. CFAA is housed in a snazzy new building just across the street from the Florida Air Museum on the Sun 'n Fun campus. CFAA will also be the location for the show's popular forums during the event. *** Two young fellows are aspiring Top Gun aviators and have created appropriate nicknames: Phillip "Maverick" Herrington and Angel "Talisman" Castellanos. Both pilots have looked fondly at the the skies since they were five years old. Phillip and Angel joined CFAA for high school, passing their advanced classes with flying colors. They have always been top in their Aerospace classes. *** The students at CFAA, significantly funded by aviation philanthropist James Ray, have the opportunity to practice the skill of piloting an aircraft in the Flight Simulator Lab. The students obtain a grade on how well they perform in certain "profiles," scenarios set up in the simulator by the aerospace instructor. However, Maverick and Talisman took a different tack when they entered the Sim Lab. For the past month the young Top Guns have been practicing precision formation flying in hopes that Sun 'n Fun Air Boss Wayne Bogs and new President John "Lites" Leenhouts would approve of a wild dream to fly in the Sun 'n Fun air show. |||| "Talisman" Castellanos is part of the Air Force JROTC program took a field trip to the Florida Air Museum while in 8th grade year when he discovered CFAA and was immediately interested. In the summer of 2011 he qualified for the first James Ray Future Eagle scholarship that allowed him to complete ground school and solo. He was the first to solo and received a second scholarship to complete a Sport Pilot certificate in a PiperSport LSA. On December 30, 2011 he won his new license, the first at CFAA to do so. Castellanos aspires to be accepted to the Air Force Academy. *** While still in 7th grade "Maverick" Herrington told his dad that he would not get his drivers license until he obtained his pilot license. After discovering CFAA, he applied for a scholarship and received one on May 12, 2011. On May 15th he flew his first flight lesson, and soloed on October 15th. He was scheduled to do his check ride on December 17, 2011 but everything was put on hold when he was the passenger in an Ercoupe that crashed on takeoff November 19th. On December 24, 2011 he climbed back into the airplane for the first time after the accident, soloed again a week later, and on January 28, 2012 received his Sport Pilot certificate. Herrington's goal is to become a Naval Aviator. He plans to attend Embry Riddle Aeronautical University and wants to join NROTC. Today, Phillip is a 17-year-old licensed Light Sport Pilot and does not hold a drivers license. *** Cool! Along with many thousands of others at Sun 'n Fun, I'll be watching these two youngsters.

Remember when you were 17? For a pair of Sport Pilots that age, Wednesday at Sun ‘n Fun 2012 will be a day they remember, possibly for the rest of their lives. How cool is that?! *** According to the good folks at Breezer Aircraft USA, “On March 29th, the Sun ‘n Fun air show will open with an event which people all around have declared impossible!” To kick off the show, two Central Florida Aerospace Academy students will use a pair of Breezers to perform a precision formation fly-by to open the afternoon air show. The two pilots are Juniors in high school. *** The Central Florida Aerospace Academy of Kathleen High School is home to some of Polk County’s most advanced students. CFAA is housed in a snazzy new building just across the street from the Florida Air Museum on the Sun ‘n Fun campus.

FAA’s 20-Year Forecast; Focus on Light-Sport

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Rotax BRP's more fuel efficient 912 iS.

Cessna's Skycatcher lead 2011 registrations among LSA followed by CubCrafters.

Flight Design's CT series maintains the largest fleet of LSA.

FAA issued its 20-year forecast for aviation showing growth prospects for business jets and Light-Sport Aircraft. It also forecasts a decline in the total number of piston-powered aircraft. Viewed from a distance, this might seem beneficial to Light-Sport Aircraft producers and sellers. Reasonably, FAA's report appears to suggest recreational pilots will enjoy more hours aloft in a growing fleet of LSA. *** Against a backdrop of what seems to be continuously increasing prices for avgas — some believe 100LL might even disappear — the fuel efficiency of LSA becomes more important. For example, Rotax just launched their 912 iS fuel-injected engine boasting a 21% reduction in fuel consumption, taking the popular engine from burning about five gallons per hour to a theoretical four gallons in an hour of flying. Should we LSA enthusiasts celebrate these facts? *** Regretfully, I find FAA's forecast improbable (see details below). Not that the agency's number crunchers are wrong; in fact, I hope they might be right. I simply find a 20-year forecast for an industry only seven years old to be a form of spreadsheet-based palm reading. *** Forecasting the future is barely more than informed guessing... by anyone, whether FAA, stock market forecasters, or climate predictors. Foretelling the future commonly relies on historical perspectives that are often upended by new developments, whether technical innovations on the plus side or terror attacks on the minus side. Innumerable events conspire to render even the most thoughtful forecast totally incorrect. *** That said, here are a few more tidbits gleaned from a study of FAA's spreadsheets: ••• Certified single engine piston airplanes (other than LSA) are forecast to decline from 148,101 when LSA arrived on the scene in 2005 to 135,340 by 2032. This 12,761 drop amounts to about 500 aircraft per year being retired from the fleet. ••• Experimentals are expected to grow by 32% over this 26-year period (which includes a few years already confirmed: 2005 to 2010) to 31,140 aircraft. This calculates to adding about 289 Experimentals per year throughout that period. ••• "Sport Aircraft," a category I presume includes LSA, is expected to expand from 6,528 in 2010 to 10,195 in 2032. Of the 6,528 in the most recent count, some 4,000 are evidently ultralights converted to ELSA. Those won't be repeating, so it seems FAA is forecasting growth of new SLSA at 3,667 aircraft over a 20-year window, or about 183 aircraft per year. Since the LSA industry has every year produced more than 183 aircraft — some years twice that or more — FAA's forecast is questionable to me. ••• Interestingly, when you add the growth in Experimentals to the projected growth in LSA you get almost exactly a 1:1 replacement for those departing FAA-certified single engine aircraft. Thus, in FAA's crystal ball, the overall fleet of single engine flying machines will flat line over the next two decades. ••• FAA predicts meaningful growth in pilot certificates only for Sport Pilot and Rotorcraft pilots. Growth of Sport Pilot certificates is by far the highest in percentage terms, though the recent starting date skews the data. Despite this statistical anomaly, I find Sport Pilot growth reasonable given that this new certificate — like the LSA themselves — represents the new entry point for pilot starts. Why pay for a Private when you can get an FAA license for half the cost? *** In summary, the FAA effort is worthwhile and appreciated, but honestly, I would not bet these figures are reliable given the distant horizon. The only way to know for sure? Check back in 20 years. To compare FAA's significantly different forecast from only two years ago, read this report.

FAA issued its 20-year forecast for aviation showing growth prospects for business jets and Light-Sport Aircraft. It also forecasts a decline in the total number of piston-powered aircraft. Viewed from a distance, this might seem beneficial to Light-Sport Aircraft producers and sellers. Reasonably, FAA’s report appears to suggest recreational pilots will enjoy more hours aloft in a growing fleet of LSA. *** Against a backdrop of what seems to be continuously increasing prices for avgas — some believe 100LL might even disappear — the fuel efficiency of LSA becomes more important. For example, Rotax just launched their 912 iS fuel-injected engine boasting a 21% reduction in fuel consumption, taking the popular engine from burning about five gallons per hour to a theoretical four gallons in an hour of flying. Should we LSA enthusiasts celebrate these facts? *** Regretfully, I find FAA’s forecast improbable (see details below). Not that the agency’s number crunchers are wrong; in fact, I hope they might be right.

CT to Offer BRS Parachutes as Standard in U.S.

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The German producer of the sleek CT recently signed an agreement with BRS Parachutes to install the rocket-deployed emergency system as standard equipment. More CT info.

Flight Design of Germany -- in cooperation with U.S importer Flight Design USA -- just signed an agreement with emergency parachute maker, BRS, to provide the 1350 LSA ballistic system on all CT aircraft sold in the USA. The importer, a related business of Flightstar Sportplanes, has long been a supporter of such safety 'chutes and will now offer the BRS system as standard equipment. The parachute company likens the move by Flight Design as similar to Cirrus Design, which produces the best selling SR-22 GA airplane...that also comes standard with an airframe parachute. Use of the systems has resulted in the saving of 181 lives to date, BRS says. Only one other LSA company currently encourages parachutes with each airplane sale: the StingSport available from SportairUSA. The Arkansas-based company is the U.S. dealer for Galaxy parachute systems.

Flight Design of Germany — in cooperation with U.S importer Flight Design USA — just signed an agreement with emergency parachute maker, BRS, to provide the 1350 LSA ballistic system on all CT aircraft sold in the USA. The importer, a related business of Flightstar Sportplanes, has long been a supporter of such safety ‘chutes and will now offer the BRS system as standard equipment. The parachute company likens the move by Flight Design as similar to Cirrus Design, which produces the best selling SR-22 GA airplane…that also comes standard with an airframe parachute. Use of the systems has resulted in the saving of 181 lives to date, BRS says. Only one other LSA company currently encourages parachutes with each airplane sale: the StingSport available from SportairUSA. The Arkansas-based company is the U.S. dealer for Galaxy parachute systems.

Aerial Rescue on Video; BRS Logs Another “Save”

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Before I go forward with this story, let me tell you that for 18 years, I was a VP at BRS Parachutes. I was the one who kept the early list of the company's "saves," that is, the sparing of a human life by the use of a whole-airframe parachute (usually rocket deployed). As the keeper of such a list, I always sought information on what happened and why, seeking ways to help BRS engineers further improve its products and to better prepare pilots for the use of such a system. Always, always... the most valuable thing was a video of the deployment event. Rarely did any such video surface. But today, BRS sales rep Derek Keufler reported a deployment in Santa Fe, Argentina. He wrote, "We are still looking to obtain more information, but it appears that the pilot was doing aerobatics and his wing collapsed at 700 feet above ground level." Whatever they later find out, the video shows the situation quite clearly. A stunt pilot flying a RANS (what appears to be a S-9 model) was inverted when his left wing broke at the fuselage. The pilot was identified as 22-year-old Dino Moliné by the newspaper El Trébol ("The Clover") via their online story titled, "Miracle in the Sky." He deployed in plenty of time and you can watch his remarkably slow descent to the ground. I have seen video for a handful of actual events and I've observed many parachute canopy tests and Moliné indeed experienced a slow descent rate. The airplane subsequently caught fire — with the parachute still inflated and pulling on the fuselage — but the pilot can be seen walking away from the incident. The Fire Chief reported, "The pilot was fine, in perfect condition, walked and talked with us all the time." Articles like this help us learn the value of an airframe parachute. And I remind you this is an extremely rare capture of one of these event. BRS reports this as "save" number 253.

Before I go forward with this story, let me tell you that for 18 years, I was a VP at BRS Parachutes. I was the one who kept the early list of the company’s “saves,” that is, the sparing of a human life by the use of a whole-airframe parachute (usually rocket deployed). As the keeper of such a list, I always sought information on what happened and why, seeking ways to help BRS engineers further improve its products and to better prepare pilots for the use of such a system. Always, always… the most valuable thing was a video of the deployment event. Rarely did any such video surface. But today, BRS sales rep Derek Keufler reported a deployment in Santa Fe, Argentina. He wrote, “We are still looking to obtain more information, but it appears that the pilot was doing aerobatics and his wing collapsed at 700 feet above ground level.” Whatever they later find out, the video shows the situation quite clearly.

MoGas Flying Higher As AvGas Price Rises

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This pump at a Wisconsin Qwik Trip already serves the non-aviation market for "E0 fuel."

Looking for MoGas for your flight to Sun 'n Fun, Oshkosh or another event? Check this interactive map.

AFC observes that airports or other enterprises can buy turn-key fuel stations from U-Fuel.

"Things are really popping with autogas," said Kent Misegades, one member of a group trying to assure more LSA-friendly fuels (like zero ethanol or E0). Though the new Rotax 912 iS can handle ethanol, it truly loves E0 and many experts say it runs more powerfully and cleaner with such fuel plus wear and tear is reportedly reduced. Another big plus is that such fuel is significantly cheaper than avgas like 100LL. *** Kent reported that they found a new supplier in California resulting in the Santa Rosa airport beginning to sell it. "With the recent rise in avgas prices and the latest news of the Friends of Earth lawsuit against the EPA, my inbox is full of requests for help to get autogas," added Kent. "Todd Petersen is even busier with autogas STCs, which have been selling well in recent years." *** Kent further described the benefits "As LSA owners know, autogas is not only an excellent fuel for the engines that power the vast majority of light aircraft, but it is the only affordable, lead-free, FAA-approved aviation fuel we have in any quantity. Despite FAA's continued insistence on a single, drop-in, one-size-fits-all unleaded replacement to avgas, pilots and airports across the country are working on their own to add autogas as an option." *** Expected rises in avgas prices paired with renewed efforts by environmental groups to reduce aviation use of leaded fuel has increased interest in autogas, judging from the frequent requests for assistance that the directors of the Aviation Fuel Club (AFC) are receiving. *** AFC Director Dean Billing recently added an interactive map (see nearby map with link) to his web site showing the location of all public airports selling autogas. Further details on these airports can be found at his FlyUnleaded.com site. Note that like the list of gas stations selling ethanol-free fuel (Pure-Gas.org), Dean's list of autogas sellers gains accuracy as users contribute their local knowledge. AFC asks pilots to use this form to update information about E0 sources. "Please help tell us if you have fuel outlets in your area not shown on this list and map," added Misegades. |||| Going to Oshkosh? — AFC, with assistance from fuel system maker U-Fuel and autogas STC owner Petersen Aviation, is organizing an event this summer called "Unleaded to Oshkosh" (U2OSH) to promote the use of autogas and demonstrate that a grassroots effort of pilots can make important reductions in the use of leaded fuel while also lowering the cost of flying. Details on U2OSH as well as other topics related to aviation fuel may be found in the March issue of the AFC Newsletter. To receive these regularly, all pilots are urged to join the AFC, which costs nothing. AFC has been endorsed by this website, the Light Aircraft Manufacturers Association, and leading LSA manufacturers. In a related note, Kent said, "I was in Wichita, Kansas recently, where I spent the day with Todd Peterson visiting AirPlains, the company that is commercializing the ADI water injection system he developed some years back. With ADI, virtually any piston engine will run with 91 octane autogas." So those who think E0 won't work for them may need to think again.

“Things are really popping with autogas,” said Kent Misegades, one member of a group trying to assure more LSA-friendly fuels (like zero ethanol or E0). Though the new Rotax 912 iS can handle ethanol, it truly loves E0 and many experts say it runs more powerfully and cleaner with such fuel plus wear and tear is reportedly reduced. Another big plus is that such fuel is significantly cheaper than avgas like 100LL. *** Kent reported that they found a new supplier in California resulting in the Santa Rosa airport beginning to sell it. “With the recent rise in avgas prices and the latest news of the Friends of Earth lawsuit against the EPA, my inbox is full of requests for help to get autogas,” added Kent. “Todd Petersen is even busier with autogas STCs, which have been selling well in recent years.” *** Kent further described the benefits “As LSA owners know, autogas is not only an excellent fuel for the engines that power the vast majority of light aircraft, but it is the only affordable, lead-free, FAA-approved aviation fuel we have in any quantity.

Rotax Launches New 912 iS (Fuel Injected) Engine

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New BRP Rotax 912 iS engine

LSA market leader Flight Design showed their new CTLSi. Workers at BRP Rotax assemble the new powerplant. photo courtesy Flight Design

Pipistrel was ready with the environmentally-friendly engine. photo courtesy Pipistrel

In a product launch somewhat comparable to an Apple Inc., product event, BRP Rotax drew a large group of attendees to their facility in Gunskirchen, Austria. Update 3/12/12 — See the impressive list below for airplanes displayed at the 912 iS launch. —DJ The occasion was the launch of their new 912 iS engine. In the tech world, "i" means Internet. In the light aviation world, or more specifically BRP Rotax's world, "i" now means injected. *** "Pilots will appreciate the easier pre-flight check and starting procedures offering them an enhanced flight experience," stated Rotax/BRP. They add that this removes "the need for servicing and synchronizing the carburetors every 200 hours." Fuel injection also "eliminates" carburetor icing. Users of the engine will appreciate these improvements. *** Fuel injection is controlled by an Electronic Control Unit (ECU) similar to automotive applications. A mechanic can connect to the ECU with a laptop for easier maintenance. Rotax engineers employ the ECU to time and configure each fuel input. All cylinders also use two fuel injectors per cylinder for redundancy much like dual spark plugs on carbureted aircraft engines. *** Rotax-Owner.com, a Canadian enterprise assisting owners and mechanics of the popular engine, attended the launch event and reported, "Rotax, a company always known for cutting edge innovation and technology, really hit the ball out of the park today with the introduction of their new 912 iS 100 HP fuel injected engine." *** A look at the engine parts on their new special 912 iS website shows Rotax is thinking green. The Austrian producer is positioning the 912 iS to be an environmentally-friendly engine thanks to improved fuel economy and with lower emissions as major elements of the design. |||| More 912 iS engine facts — The new 912 iS engine maintains the same output (100 horsepower) as do current carbureted versions of the 912. However, they scrapped the Bing carburetors that demanded periodic adjustment. The company claims up to 30 percent lower fuel consumption than competing aircraft engines providing the same power. *** Physically, the 912 iS remain essentially the same size as earlier 912 engines. However, weight increases about 13 pounds, totaling about 140 pounds installed weight before fluids. The engine has an external alternator to power both the ECU and aircraft systems. *** BRP reported that the engine can be ordered in two versions: one non-certified plus the 912 iSc for certified aircraft. The company says production will begin this month and the 912 iS features the same 2,000-hour time between overhauls (TBO) as their present 912 engines. For those concerned, the 912 iS can use premium autogas up to E10. *** If you seek even more detail including technical descriptions, you can download their 912 iS PDF brochure. In this document, readers can see charts comparing the new powerplant to existing engines used to power Light-Sport Aircraft. If that's still not enough, make your way to the LAMA LSA Mall right inside the entrance to Sun 'n Fun 2012 where the company will host a large display staffed with experts who can help explain the new development. Power up and head to Florida! * Jan Fridrich, who attended the Rotax launch event reported the following airplanes were shown with the new installation — Flight Design CTLSi; Evektor Harmony; Skyleader 600; WT 9 Dynamic; TL Sting S4; TL Sirius 3000; FK-14 Le Mans; Tecnam P2008 LSA; Breezer B600; Pipistrel Virus SW iS; and, two autogyros: Auto Gyro cavalon; Arrow copter AC 10.

In a product launch somewhat comparable to an Apple Inc., product event, BRP Rotax drew a large group of attendees to their facility in Gunskirchen, Austria. Update 3/12/12 — See the impressive list below for airplanes displayed at the 912 iS launch. —DJ The occasion was the launch of their new 912 iS engine. In the tech world, “i” means Internet. In the light aviation world, or more specifically BRP Rotax’s world, “i” now means injected. *** “Pilots will appreciate the easier pre-flight check and starting procedures offering them an enhanced flight experience,” stated Rotax/BRP. They add that this removes “the need for servicing and synchronizing the carburetors every 200 hours.” Fuel injection also “eliminates” carburetor icing. Users of the engine will appreciate these improvements. *** Fuel injection is controlled by an Electronic Control Unit (ECU) similar to automotive applications. A mechanic can connect to the ECU with a laptop for easier maintenance.

Biplane Comet Hits 100 — Lycoming Coming

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Comet Number 100 takes to the air.

Comet is the only biplane among Light-Sport Aircraft.

How's this for your minimalist trailer?

Peter Funk is a prolific designer of a high wing, low wing, and biplane. He created a sensation at Aero 2011 with this Lemans version of his Fk14.

Fk Lightplanes in Germany celebrated the production of Number 100 of their fascinating model the Fk12 Comet. This snappy handling, steady flying, folding wing biplane has no competitors in the LSA space, even with 123 total models winning Special LSA approval. At airshows here in America, Hansen Air Group has been showing the Comet to substantial interest. It has enough going for it that we've made several videos about it (at AirVenture 2011 and earlier at at Sebring 2011) plus a video mini pilot report. *** German designer Peter Funk (photo) — who I've known for many years — counts himself among those pilots who have a soft spot for biplanes. This interest stimulated the prolific designer to create a lightweight biplane way back in 1994. He said his intention was to build not only a plane preserving the classical style of a biplane but that would also provide good flight performance and be easily and comfortably folded up for hangar storage. Funk also wanted to be able to fly in winter so he envisioned a fully enclosed biplane though options provide for an open cockpit version for those of us who like some air in our hair. Comet entered production at the end of 1997 and today is one of the most widely sold biplanes in Europe. *** Peter said, "Comet is also most likely the only biplane in the world that has a laminar profile and it is most certainly the fastest of its kind." Fk12's sprightly performance and crisp handling lends it to aerobatic flying along with other design attributes. Its flight qualities and strong airframe (+9 -3 G) are leading to the installation of a Lycoming O-233* to allow fully aerobatic maneuvers. Rotax powers most Comets but the Austrian engine manufacturer does not permit their engine to be used in aerobatic flight. Peter clarified, "Comet's airframe has shown compliance to FAR Part 23 acrobatic regulations and so can be used for basic acro." He added that the Comet can accommodate larger engines up to 130 hp. The Lycoming is usually stated at 118 horsepower. *** "We don't say Comet is something to compete with Pitts or Extra," said Peter, "but it's remarkable that even with the standard 100-hp Rotax 912 you have the same power-to-weight ratio at aerobatic gross weight to compare with a 180-hp Pitts or an Extra 200." Peter noted, "At present we are preparing a Lycoming installation for the U.S. market that we will show at Sun 'n fun 2012," he said. Look for it at the Hansen Air Group display. *** "Remarkable details include the 'five minute folding wing' system, the full laminar wing section, and the opportunity to fly it open cockpit or closed canopy. Converting the cockpit configuration takes only a few minutes." So, if you've been daydreaming about getting upside down in your Light-Sport Aircraft, you may not have to wait much longer. * The Lycoming installation will soon commence at Renegade Light Sport, builder of the low wing, all-composite Renegade. The latter is supplied with the O-233 and the Missouri company's knowledge about installing the Lycoming has attracted other companies to their new facility.

Fk Lightplanes in Germany celebrated the production of Number 100 of their fascinating model the Fk12 Comet. This snappy handling, steady flying, folding wing biplane has no competitors in the LSA space, even with 123 total models winning Special LSA approval. At airshows here in America, Hansen Air Group has been showing the Comet to substantial interest. It has enough going for it that we’ve made several videos about it (at AirVenture 2011 and earlier at at Sebring 2011) plus a video mini pilot report. *** German designer Peter Funk (photo) — who I’ve known for many years — counts himself among those pilots who have a soft spot for biplanes. This interest stimulated the prolific designer to create a lightweight biplane way back in 1994. He said his intention was to build not only a plane preserving the classical style of a biplane but that would also provide good flight performance and be easily and comfortably folded up for hangar storage.

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