Dan Johnson, Author at ByDanJohnson.com

Aero 2011 Pre-Show Attention Getters

By Dan Johnson || April 13, 2011 Leave a Comment (Edit)

Designer Peter Funk poses beside his attention-getting Fk14 Lemans. Each occupant has his/her own windsreen; entry is made easy as the entire arrangement hinges open.

Reporter Marino Boric and designer Aki Suokas (right) discuss the details of the unusual and fascinating FlyNano "boxwing."

The major European Airshow, Aero, opened this morning with the usual unveiling of new designs but one aircraft appeared to be the center of attention. Peter Funk had an idea five years back but shelved it for other projects. Now the time is right for his distinctly retro treatment of one of Light-Sport aviation's sharpest designs, the Fk14 Polaris (Alert readers will identify Polaris as the Cirrus SRS, that GA company's onetime entry in the LSA sweepstakes.) *** Even experts accustomed to following the latest in new or updated designs were caught off guard by the unorthodox entry (photo). With dual windscreens and race car bodywork, the open cockpit creation charmed many who gained early access to the great exhibit halls of Aero... 11 of them, each the size of a gymnasium. While exhibitors were assembling their displays Fk Lightplanes' staff grabbed lots of attention with their Fk14 Lemans. *** Constrained by their ongoing contract with Cirrus until the end of the year, Fk Lightplanes sought permission before revealing Lemans and sales will not happen in 2011. Yet Lemans will be a show hit for Fk — it already was, actually, even before Aero opened. Get more info on Fk Lightplanes. ||||| Another fascinating project is the FlyNano "Boxwing." Created in Finland by Aki Suokas FlyNano has several distinctive features... besides the connected lower lifting wing and upper stabilizing surface. From a weight standpoint, the tiny carbon fiber aircraft could easily fit America's Part 103 category at a mere 70 kilos (154 pounds) empty. So even powered by the British Bailey four-stroke engine, which the designer thought had sufficient power, FlyNano handily fits Part 103's slim weight limit. And FlyNano is a seaplane, using a hull as its main lower fuselage component. It hasn't flown yet but is ready "as soon as our lakes unfreeze." Get more info on FlyNano. ||||| The other major development for Light-Sport at Aero 2011 are several new entries in larger airplane classes. Tecnam started this trend with the twin engine four seater they type certified last year, now greatly topping that by revealing an 11-seat regional commuter aircraft. The company also has a new Lycoming O-233-powered Eaglet LSA plus a four seater amid their huge airshow display. More on these after their press conference. Flight Design unveiled their four seat C4 via a full-sized mockup. The new GA candidate looks like a very grown-up CTLS, arguably the most handsome iteration yet of their best-selling CT series. Pipistrel has a four seater... and... well, Aero has lots more. Return soon to see and read about many fascinating entries at Aero 2011, where more new airplanes are introduced than any other show I attend.

Born in Eastern Europe, Raised in America: Allegro

By Dan Johnson || April 12, 2011 Leave a Comment (Edit)

One of the early success stories in Light-Sport aviation was the Allegro. The #3 Special LSA to be approved started out so strong that even after three years of no sales following the collapse of the Czech Fantasy Air company, Allegro still holds the #14 spot on the SLSA Market Share chart. When Fantasy Air ceased manufacturing many wrote off the metal wing, composite fuselage LSA. They judged too soon. *** Importers Doug and Betty Hempstead took a hit when Fantasy Air went down, but they picked each other up, dusted themselves off, and set a plan in motion to build the Allegro in America. The first effort went south when a west coast manufacturing facility closed its doors last year. Most folks would've given up for good, but Doug and Betty are tenacious aviation entrepreneurs. A few days after Sun 'n Fun 2011, they went home and anxiously awaited a visit from the North Carolina governor. The NC Gov' came to announce cash incentives, thus the tortured Allegro story took a very positive turn. The state's One North Carolina Fund is kicking in $136,000 along with a reported $400,000 from the company. *** The headline blared: 34 jobs Flying to Halifax County; LSA America to Locate in Halifax Thanks to a State Grant. Eyewitness News 9 writer George Crocker published a story on April 6, 2011 just three days after Sun 'n Fun ended. Crocker reported,"Governor Bev Perdue announced that LSA America will build a new production facility at the Halifax-Northampton Regional Airport [creating] 34 jobs." Governor Perdue stated, "As we work to put more North Carolinians back to work we have focused on creating 21st century jobs, and that includes creating an aerospace cluster in our state with companies such as LSA America. Our efforts to expand this fast-growing industry will continue to create jobs in Halifax County and around the state." *** While declining to reveal his big news at Sun 'n Fun, Doug stated at the official ceremony, "LSA America is very pleased to establish production of its Allegro Light-Sport Aircraft in North Carolina with its rich aviation history. The incentives and dedicated people we worked with made North Carolina and Halifax County an easy choice." *** Other politicians — such as Representative Angela Bryant, of Rocky Mount NC and Senator Ed Jones, of Enfield, NC — were equally happy to celebrate new jobs coming from LSA America's plans. *** Those securing work will be happy but so will Yankee pilots who can now welcome a handsome LSA to American soil. Hempstead reported he acquired all design rights, tooling, and a considerable parts inventory. Knowledgeable Czech experts are coming soon to help establish the new operation, he said, and by summer or fall, buyers can evaluate this modestly-priced and good flying LSA in a new way... as a Made in the USA airplane. I say, give a big hand to the Hempsteads!

Baumann Floats Leaving Business; “Loss for LSA”

By Dan Johnson || March 25, 2011 Leave a Comment (Edit)

American Legend Cub on Baumann Floats. photo courtesy American Legend

Pilots interested in a floatplane LSA and airplane sellers seeking floats lost a good supplier today when Baumann Floats, based at the South St. Paul, Minnesota airport closed its doors. *** In an email, General Manager Joe Birkemeyer wrote, "Due to the unfortunate economic conditions we have all faced in the past couple of years, our current owner of Baumann Floats LLC has decided to discontinue production of all of our float models. The equipment, design data, STCs and inventory will be relocated to Oshkosh, Wisconsin and placed with Basler Turbo Conversions LLC. I personally as well as the rest of my crew will not be moving over to Oshkosh with the company and we will no longer be employed by Baumann Floats LLC. Randy Myers, head of production at Basler Turbo Conversions will be the new interim contact person for any parts orders after April, 1, 2011. I realize that many of you have invested significant amounts of hard earned money into your airplanes by purchasing and equipping your planes with floats from Baumann Floats LLC. It is my sincere hope that there will be continued customer support addressed in a timely fashion for parts and products manufactured by Baumann Floats LLC." *** Phil Lockwood, developer of the twin-engine AirCam, lamented the loss as "Bad news for the LSA industry." He explained that Baumann's all-metal floats were quality built and perfectly suited to Light-Sport Aircraft.

AvGas: David vs. Goliath? Or, Multiple Solutions?

By Dan Johnson || March 24, 2011 Leave a Comment (Edit)

Fuel station available as a turn-key purchase for airports and other facilities who want to sell Sport Fuel.

Many GA airplanes can be modified with a Peterson STC to use auto fuel.

Unless you've avoided every aviation magazine or website, you're no doubt aware of the push by big aviation organizations to address future availability of 100 low-lead avgas. We wish the alphabet groups the best in arranging a replacement fuel or another solution for those operating high performance aircraft. But one solution does not fit all. Why? *** First is the often-quoted statistic that 70-80% of all "legacy" airplanes can use 91-octane and preferably zero ethanol ("E0") mogas. No question that Light-Sport Aircraft can almost universally use E0 mogas and in fact, Rotax and Jabiru powerplants prefer premium unleaded (the 80-hp Rotax 912 can even use 87-octane satisfactorily for still greater savings). Only a modest percentage of U.S. aircraft must have high octane. • Secondly, 100LL is now more expensive and any replacement will share this quality. Mogas can be $1-2 or more less per gallon. • Thirdly, airplanes like LSA and those many older GA airplanes are not the only ones who can benefit from wider availability of E0 mogas. Aviators are joined by literally millions of owners of vintage cars, motorcycles, boats, and more. That represents a lot of clout when it comes to persuading governments to support the E0 mogas initiative. *** One organization — the Aviation Fuel Club (AFC) — is working hard to shore up support and improve availability. The AFC has a plan. "In January of this year, U-Fuel announced the creation of the Aviation Fuel Club, a grassroots effort to help pilots and airports find affordable fuel options. Two weeks ago we announced our Sport Fuel Program, intended to provide the highest quality ethanol-free autogas for aviation and other applications. Both actions have met with strong resonance among pilots and airports from California to Maine," announced U-Fuel representative Kent Misegades. "Today we are announcing the third phase in our strategy to lower the cost of flying, the introduction of our new affordable, self-service, 'Sport Fuel Station.'" *** These seem calculated steps to bring this issue to the forefront while also laboring to do something concrete to provide for E0 mogas. "Since launching the Aviation Fuel Club in late January, pilots, airport and FBO managers, aircraft manufacturers, flying clubs and flight schools across the country have endorsed the concept of a grassroots organization aimed at making sport aviation more affordable through better options in aviation fuel," reported Kent. Get on their email list to stay informed.

Unless you’ve avoided every aviation magazine or website, you’re no doubt aware of the push by big aviation organizations to address future availability of 100 low-lead avgas. We wish the alphabet groups the best in arranging a replacement fuel or another solution for those operating high performance aircraft. But one solution does not fit all. Why? *** First is the often-quoted statistic that 70-80% of all “legacy” airplanes can use 91-octane and preferably zero ethanol (“E0”) mogas. No question that Light-Sport Aircraft can almost universally use E0 mogas and in fact, Rotax and Jabiru powerplants prefer premium unleaded (the 80-hp Rotax 912 can even use 87-octane satisfactorily for still greater savings). Only a modest percentage of U.S. aircraft must have high octane. • Secondly, 100LL is now more expensive and any replacement will share this quality. Mogas can be $1-2 or more less per gallon. • Thirdly, airplanes like LSA and those many older GA airplanes are not the only ones who can benefit from wider availability of E0 mogas.

LSA Tour Heads North After Sun ‘n Fun 2011

By Dan Johnson || March 22, 2011 Leave a Comment (Edit)

The flying entourage has grown from five brands the first time around to a total of 10 Light-Sport Aircraft including: TL Sting, TL Sirius, Zlin iCub, Legend Cub, Rans S-19, Flight Design CTLS, CSA SportCruiser, Jabiru J-230, Remos GX, and CubCrafters (SportCub). This flock includes several of the best-selling LSA. *** Following on the success of January's Florida LSA Tour, the idea is to bring the show to the people. The truth is most pilots cannot attend every airshow for a variety of reasons. Even though the LSA concept has generated a lot of attention inside aviation over the last six years, the fact remains that, "most pilots in the country have yet to even see a LSA," to quote industry leader, Tom Peghiny of Flight Design USA. The Georgia LSA Tour will change that as those airplanes exhibited at Sun 'n Fun trek their way north to home bases. *** These Tour stops coordinate with local contacts at each location (see nearby chart with Tour stop details and contact info). The events are low-key and offer unprecedented contact with the airplanes and the people representing them. Since all occur at airports, demo flying is naturally a big part of the appeal. *** Of course, you can always trek to the big airshows and meet the same people. You might even squeeze in a demonstration flight but it is more challenging with high traffic at the airshow field or some length of commute to a nearby field where a manufacturer might be demo flying his aircraft. Plus, you have cost to travel to the show and to pay for entry and you have lodging and dining expenses. The LSA Tour that comes to you saves all that and you sleep in your own bed at night. *** The Georgia LSA Tour will kick off just as Sun 'n Fun 2011 ends. The Lakeland, Florida event starts Tuesday March 29th. If you can travel to central Florida, be sure to stop by the LSA Mall just inside the entrance gate where you can see a good collection of the best-selling brands all located near one another to aid your comparison. From the LSA Mall you can get directions to find the manufacturer's commercial display. Welcome to the friendly skies of Light-Sport Aircraft!

Is 2011 the Year of the ELSA?

By Dan Johnson || March 16, 2011 Leave a Comment (Edit)

Van's Aircraft RV-12 is selling well as an ELSA kit.

Breezer's new ELSA kit in quick-build form.

Breezer is an all-metal Light-Sport Aircraft offered in SLSA or ELSA forms.

One of the "diamonds in the rough" of the LSA movement has been the kit LSA or Experimental LSA or simply ELSA. For the first five years of Light-Sport Aircraft, fully manufactured Special Light-Sport Aircraft dominated the sales figures. With very few exceptions, ELSA were nowhere to be found. That's begun to change, perhaps as voices have been getting louder about the prices of today's well-equipped and surprisingly capable SLSA. Are ELSA a way to constrain the cost for consumers? Maybe. *** In February EAA reported that worldwide GA aircraft shipments included 889 piston-powered aircraft plus a slightly larger number of business jets and turboprops. Shipments declined 11.4 percent because of the struggling economy. However, EAA said, "Interestingly, homebuilt aircraft registrations continued their growth in the U.S. last year. A total of 941 homebuilt aircraft were added to the FAA registry in 2010, an increase of 10 percent from the previous year. There are now more than 32,000 homebuilt aircraft registered in the U.S." So kits outsold GA factory-built models. While a reflection of the troubled economy, it nonetheless shows the resiliency of the kit aircraft community. *** We have several ELSA producers including the kit market leader, Van's Aircraft and limited number of smaller manufacturers. ELSA are different than Experimental Amateur Built (EAB) models that meet the LSA parameters. *** Perhaps it is telling or fitting that Breezer Aircraft has just announced a new ELSA kit to complement their Breezer II SLSA. The northern Germany company reported, "[Our news has] been rewarded with lively interest. The first two kits, which are due to arrive in Florida on March 19, have already been sold, and will be delivered to their owners before the Sun 'n Fun show starting in a few days." *** Florida-based Breezer Aircraft USA will have a kit on display at their booth close to the LSA Mall located near the main Sun 'n Fun entrance. Importer Mike Z and his Breezer USA team will be demonstrating the assembly work involved in putting the kit together as the week progresses. "The kit is priced at just $39,995," said Breezer in Germany, "and [the ELSA kit] offers a realistic build time of 400 hours, which is the lowest in its class." *** In fairness, we have fully built SLSA that offer lower price tags, too, even while kits may offer more deluxe aircraft at reduced cost. Low-cost, ready-to-fly SLSA include: Aerotrek's A220 at about $70,000; X-Air's LS at about $60,000; Rainbow's Cheetah at about $55,000; CGS's Hawk at about $40,000; and M-Squared's Breese at $35,000. In addition, the industry offers trikes and powered parachutes at similar or even lower numbers. The focus tends to be on the $140,000 high-end SLSA with glass screens and autopilots, but the field is hugely diverse from a price and sophistication standpoint. Into this wide ranges of choices now comes more attention to ELSA. Who says buyers lack choices? Not the LSA community.

One of the “diamonds in the rough” of the LSA movement has been the kit LSA or Experimental LSA or simply ELSA. For the first five years of Light-Sport Aircraft, fully manufactured Special Light-Sport Aircraft dominated the sales figures. With very few exceptions, ELSA were nowhere to be found. That’s begun to change, perhaps as voices have been getting louder about the prices of today’s well-equipped and surprisingly capable SLSA. Are ELSA a way to constrain the cost for consumers? Maybe. *** In February EAA reported that worldwide GA aircraft shipments included 889 piston-powered aircraft plus a slightly larger number of business jets and turboprops. Shipments declined 11.4 percent because of the struggling economy. However, EAA said, “Interestingly, homebuilt aircraft registrations continued their growth in the U.S. last year. A total of 941 homebuilt aircraft were added to the FAA registry in 2010, an increase of 10 percent from the previous year.

LSA Before and After Sun ‘n Fun 2011

By Dan Johnson || March 15, 2011 Leave a Comment (Edit)

It's a great thing when a plan comes together. Consider an extension of the LSA Tour that debuted after Sebring 2011. Then, five or six brands flew around to a half dozen Florida airports and showed their LSA to groups of varying sizes. It was a first attempt, planned rather late without sufficient time to promote. *** The next tour is also working to pull itself together but the group has plans including summer tours, a website and more. The concept definitely works and here's a fact: Most pilots don't attend all the airshows. So why not bring the show where the people are? *** The Florida LSA Tour that took place the week after Sebring was principally organized by Bill Canino and Dave Graham. Bill's early logic was, "We're in Florida already and we have to fly home through the state after Sebring ends. Since everyone can't come to Sebring, we thought we'd take the show to them." *** The idea, involving several competitors working cooperatively, proved to be a success in the way that matters most to sellers and buyers: airplanes sold. Several orders were taken according to comments from various reps. It makes sense to me and to many others. We saw an early example of this "small show" concept with the EAA Sport Pilot Tour of 2005 and 2006. That 13-show series also sold airplanes. *** The post-Sun 'n Fun Tour is still being finalized but plans stops in Savannah GA, Greenville SC, and two airports around Atlanta GA. I'll have more here when the details are released. • • • Before Sun 'n Fun Remos is hosting an owners fly-in at Florida's Sebastian Municipal Airport (X26). On Monday, March 28 between 10 AM and 3 PM, Remos will host an open house at its new national sales and marketing office. They'll offer tours of the facilities, discussions about aircraft maintenance, a chance to fly the Remos Flight Training Simulator, free lunch, and, for those who arrive in a Remos, a free top off of their fuel tank. *** "The idea is to have a social event where we can treat our customers royally," said Earle Boyter, Vice President of Marketing and Sales. He also listed discussions about a Remos owners' group being organized by fellow owner, Don Thomsen. *** Like many top aircraft, Sun 'n Fun attendees can find a Remos on display in the LSA Mall with easy directions to their main exhibit. The LSA Mall is just inside the main Sun 'n Fun 2011 entrance.

It’s a great thing when a plan comes together. Consider an extension of the LSA Tour that debuted after Sebring 2011. Then, five or six brands flew around to a half dozen Florida airports and showed their LSA to groups of varying sizes. It was a first attempt, planned rather late without sufficient time to promote. *** The next tour is also working to pull itself together but the group has plans including summer tours, a website and more. The concept definitely works and here’s a fact: Most pilots don’t attend all the airshows. So why not bring the show where the people are? *** The Florida LSA Tour that took place the week after Sebring was principally organized by Bill Canino and Dave Graham. Bill’s early logic was, “We’re in Florida already and we have to fly home through the state after Sebring ends. Since everyone can’t come to Sebring, we thought we’d take the show to them.” *** The idea, involving several competitors working cooperatively, proved to be a success in the way that matters most to sellers and buyers: airplanes sold.

What Big GA Thinks about Young LSA

By Dan Johnson || March 6, 2011 Leave a Comment (Edit)

photo courtesy James Lawrence Photography.

I often tell reporters and others that we must all keep in mind that Light-Sport aviation is an industry only six years old, a mere toddler in the realm of general aviation. In that time we've seen an astonishing development of all kinds of flying machines, 115 models deep. And this while industry had to write its own certification standards, establish dealer networks, build up supply chains to customers needing parts... from all over the globe, and much more. Contrarily, general aviation is many decades old and most of these systems have been established. *** Those GA folks, with all their experience, offer a way to help LSA grow and mature. LSA producers can learn a lot from these veterans. With that in mind, it may be interesting to hear a few comments from GA leaders. *** In an AIN Online article, writer Matt Thurber begins noting that experts ask the question, "[Is] general aviation (GA)... declining or poised for a renaissance generated by new interest in light sport aircraft (LSA) and avionics technology?" In a thorough response to the inquiry, Thurber cites the following general aviation aircraft production numbers: In 2009 only 1,587 aircraft were shipped, according to GAMA statistics, down from 3,029 in 2008 and a record 3,279 in 2007 (since a high of almost 18,000 aircraft in 1978). These numbers do not include LSA. *** He also had some flying activity numbers of interest: Since 1981, avgas consumption has declined by half, from more than 11 million barrels in 1981 to 5.2 million barrels in 2009. And this: [FAA] estimates that from 1981 to 2008 piston-engine airplane hours flown dropped from more than 34 million per year to slightly more than 15 million. Thanks to Matt's research, here's a couple other facts you may have missed: "At the end of 2009, [the U.S. had] 5,317 public-use airports, down from 5,718 in 2000. Private-use airports, however, have grown, to 14,298 in 2009 from 13,964 in 2000. Europe has fewer than half as many airports with paved runways as the U.S. (2,241 versus 5,128)." *** Nigel Moll, also writing for AIN Online (the articles shared a common release date), adds the perspective of others. The following quote got my attention as the source seemed unlikely. NBAA president Ed Bolen asserts that business aviation values entry-level programs. "It's well recognized that the future of business aviation and the entry levels of GA are inextricably linked." He indicated new flying enthusiasts can lead to professional pilots to fly transport jets. *** Driven by members' desire to simplify Part 23 certification, GAMA president Pete Bunce likewise expressed support for LSA. Moll wrote that Bunce observed a big price gap between Light-Sport Aircraft (LSA) and the first certified aircraft. "It's a pretty significant jump. So are LSA where we want them to be? No. Do they have potential to bring in people who just want to fly recreationally? Yes, and I think the LSA industry can grow." Bunce continued, "I think our growth opportunity is to keep the LSA segment growing and fill the gap between them and the $500,000, certified, modern, capable piston aircraft." (That's where a simplified Part 23 becomes valuable.) *** As AOPA Online reported, even NATA, the National Air Transportation Association, is joining AOPA, EAA, and GAMA in supporting a petition to the FAA to allow flight training with a sport pilot instructor to count toward the aeronautical experience requirements of higher pilot certificates. *** From my view immersed in Light-Sport aviation, the preceding comments paint a picture of growing acceptance of and support for LSA in America. Add in the global possibilities of selling one design to any country accepting ASTM standards and I think the LSA future is exceedingly bright, even though the industry is presently mired in the same sludge affecting all of aviation.

A “Club” for Fuel… and “Sport Fuel”

By Dan Johnson || February 22, 2011 Leave a Comment (Edit)

All vehicles manufactured before 1986 are recommended not to use ethanol, including a large fleet of vintage automobiles.

Vintage boaters are another affinity group.

Modern LSA have a partner in vintage motorcycles... both like zero ethanol fuel.

Most aviators are aware that 100 Low-Lead AvGas (100LL) has a cloudy future due to the vanishingly small percentage of all motor vehicle fuel it represents. Most readers of SPLOG also know that the vast majority of Light-Sport Aircraft can use — indeed prefer — automobile gasoline, often abbreviated as mogas. What most pilots do not seem to realize yet is that a far larger market of vehicle enthusiasts stand with sport aviators in a preference for zero ethanol fuel, often stated as "E0 (that's E-zero) mogas." *** To expand availability of E0 mogas at airports and to lock arms with boaters, motorcyclists, and millions of others who want the E0 go-juice, a new club has formed to mobilize support. Welcome to a club you never knew you should join: the Aviation Fuel Club (AFC). This group is promoting the idea of "sport fuel," which deliberately avoids "aviation" or "aircraft" as a vastly larger market exists with which to share this fuel. I support these initiatives as I see immense value in aligning aviation with other recreational pursuits. We are too few pilots and we need the solidarity of many millions more. *** AFC is emerging as a well-spoken voice. Here's what they have to say: "With the ever changing government regulations for types of fuel that can and must be sold (labeled or unlabeled), U.S. consumers are left wondering what type of fuel they placed in their vehicle. At best, they are getting poor performance at a greater cost than was available a few years ago, and at worst, their vehicle needs repair and will not last as long as expected. This is particularly true for the new class of Light-Sport Aircraft, which generally uses engines certified for high octane, pure auto gas without ethanol." *** AFC continues, "To solve this problem, Aviation Fuel Club (sponsored by U-Fuel, Inc. a supplier of automated fuel stations) has developed a brand of gasoline called 'Sport Fuel' and is working with fuel suppliers around the U.S. to make this new fuel available in all states." To sell Sport Fuel, U-fuel stipulates that a dealer must first be inspected to insure their facilities meet minimum quality requirements and provide filtration meeting aircraft fueling standards. Then the dealer's fuel supplier must have their fuel tested to insure it is pure with the proper octane rating. Each dealer must agree to have their fuel tested quarterly by their state Bureau of Petroleum Inspection or an independent laboratory and send the results to U-Fuel to insure that minimum quality standards and labeling are being met. *** As Sport Fuel stations are added at airports, marinas, race tracks and other locations, members will be informed and directed to those locations. Aviation Fuel Club's goal is to provide an economical source of fuel and quality assurance to members for their sport and aircraft engines. That will be Sport Fuel. *** While so-called "high performance aviation" continues their work to solve the 100LL challenges, AFC's grass roots effort may help to provide economical fuel for the 70-80% of all U.S. registered planes that can use lower-cost "Sport Fuel." With good luck, both goals will be met so all of aviation can stay aloft.

Sebring’s Over… but Next: Florida LSA Tour

By Dan Johnson || February 19, 2011 Leave a Comment (Edit)

Every now and then the marketing geniuses in Light-Sport aviation have an exceptionally good idea. Here's one of them. Initially organized by SportairUSA's Bill Canino and now-American Legend marketer Dave Graham (formerly of Gobosh), a flock of planes including five of the most popular brand names will set off for Sebring-After-Sebring... or what they are calling The 2011 Florida LSA Tour. *** "We're in Florida already and we have to fly home through the state after Sebring ends," explained Canino. "Since everyone can't come to Sebring, we thought we'd take the show to them." *** Bill and Dave established a strategically-planned series of stops, contacted EAA chapters at several locations and asked them for an invitation, and offered them a cash incentive to assist with pulling out the members for the date of arrival. I hope this works well as it's a grand idea in the LSA tradition of open and friendly competition. *** Each day, the Florida LSA Tour will show their birds from 10 AM to 3 PM. Their schedule appears below with contact info. *** The tour includes these brands and models: SportairUSA's Sting, Sirius, and iCub; American Legend's Cub, Flight Design's CTLS, Rans' S-19, and JabiruUSA's J-230 (represented by Sportplanes Florida). It could be more than these as other brands were cordially invited. One of the greatest aspects I've noticed in my work to assist the LSA industry is a willingness to cooperatively market... to sit wingtip-to-wingtip on a ramp and show many handsome flying machines. Each representative is well aware a customer may be attracted to the other rep's aircraft but this also works both ways. And having a whole flock of shiny new LSA is a proven way to attract more interest (much like the popular LSA Malls). Other companies have done tours; nothing brand-new in that effort. But I can't name another effort where a group of airplane sellers worked together and invited along even more companies. *** I hope the EAA chapters turn out well for the gatherings. I know I'll be at the stop at my home airport (Spruce Creek Fly-in). Go Tour!

Every now and then the marketing geniuses in Light-Sport aviation have an exceptionally good idea. Here’s one of them. Initially organized by SportairUSA’s Bill Canino and now-American Legend marketer Dave Graham (formerly of Gobosh), a flock of planes including five of the most popular brand names will set off for Sebring-After-Sebring… or what they are calling The 2011 Florida LSA Tour. *** “We’re in Florida already and we have to fly home through the state after Sebring ends,” explained Canino. “Since everyone can’t come to Sebring, we thought we’d take the show to them.” *** Bill and Dave established a strategically-planned series of stops, contacted EAA chapters at several locations and asked them for an invitation, and offered them a cash incentive to assist with pulling out the members for the date of arrival. I hope this works well as it’s a grand idea in the LSA tradition of open and friendly competition.

SeaRey Sales Prove Popularity of Amphibians

By Dan Johnson || February 17, 2011 Leave a Comment (Edit)

SeaRey gives demo flights at Lake Jackson during the 2011 Sebring LSA Expo. photo courtesy Progessive Aerodyne

Splash down! screen shot from Icon's new video

Progressive Aerodyne and their popular SeaRey amphibian represent a current-day success sufficient to generate envy in most airframe sellers. Consider these results: Searey delivered 31 kits in 2010, an average 2.5 per month during a lousy year. Plus, in just three weeks since Sebring another 14 SeaRey kits have been ordered, upping the monthly average to 4.0. True those SeaReys are Experimental Amateur Built (EAB) kit models and so don't compare directly with SLSA sales. *** In less than three years, company spokesman and sales director Darrell Lynds (formerly with SportairUSA) took the company from one kit a month to its current pace, along the way building a list of 1,700 very interested potential buyers. He says his 2011 orders are cash-in-hand and projects a solid year for the amphibious seaplane producer. This adds to a remarkably loyal following of 600 SeaRey aircraft builders. How can the central Florida manufacturer be doing so well? *** Naturally, orders flow due a variety of factors, one of which is plain old salesmanship: greeting people cordially, getting them a demo flight, and methodically following through. Another factor is a good price point. No matter how thick your wallet may be, price is always important and Darrell reports you can build a nicely equipped SeaRey for "in the $70,000s." A SeaRey "Superkit," — meaning a Rotax 914 tuborcharged engine, full glass panel, and all desirable options — will cost "in the $90,000s." Naturally, your labor is added to these out-of-pocket costs. *** Over the last two and a half years the company says two-thirds of the those contacting the company express a preference for a ready-to-fly version. Indeed, the Florida company has been hard at work preparing their first SLSA for ASTM certification. Progressive Aerodyne expects to enter the factory-built market later this year. They are presently targeting a loaded model in the $120,000s, at which price SeaRey would be one of the best priced seaplanes available. Designer Kerry Richter has been busy with the details, too, adding a folding wing option (photo) after a request from a wealthy customer who wants to carry his SeaRey on a 200-foot yacht. *** While plenty are waiting for the SLSA SeaRey Sport model, enthusiasts are also following the amphibious Icon A5. More than 400 are reportedly on order and to maintain interest while development continues, the company released a terrific video. It conveys the excitement of amphibious seaplane flying very well and you'll want to watch it, right here, right now...

Seventh Sebring Sustains Show’s Success Story

By Dan Johnson || February 12, 2011 Leave a Comment (Edit)

Several new airplanes debuted at Sebring 2011. photo courtesy James Lawrence Photography

AOPA president Craig Fuller addressed LAMA members. photo courtesy Meg Godlewski

If you'll pardon a little fun in my title, I'm pleased to offer a report from Chairman Bob Woods on the seventh running of the Sebring U.S. Sport Aviation Expo, abbreviated by many to simply Sebring LSA Expo. *** The total number of exhibitors was 147, a small decline from last year. Aircraft on display numbered approximately 135, about the same as 2010 and including some new or returning exhibitors such as Kitfox, Pipistrel, and Diamond. The Popular Rotorcraft Association had a presence this year with a promise to increase their footprint in 2012. *** Attendance was about 11,000, the same as last year (and I observe this count is larger than many other so-called "major" airshows —DJ). "Attendees were down slightly from 2009 due to extensive wintry weather up north, but Thursday was the best opening day we've ever had," noted Bob. Saturday's crowd was good, partly as Sebring offered reduced prices for Veterans. "Quite a number showed up." *** Total aircraft operations (take off or land) was 2,538 according to official FAA records. Bob said, "This is the first year we have had an accurate count." The busiest days were Thursday and Saturday. The count includes only those for the hours the temporary tower was in operation, thus powered parachute flights (done early and late) plus some transient traffic missed being counted. "Forum attendance also showed an increase this year," Bob reported. *** On opening day Thursday evening the LAMA Dinner filled the big hospitality tent, supported by AeroShell, to hear AOPA president Craig Fuller address the SRO crowd (AOPA event videos here). Parlaying this success, LAMA plans another major speaker for the 2012 event. *** So when will the eighth annual running of the Sebring show occur? According to Bob, "Our 2012 dates are not yet set. I try to wait until I can get a fix on raceway activities before announcing. That normally happens just before Oshkosh." So stay tuned. We also show the dates in the left column of this website.

If you’ll pardon a little fun in my title, I’m pleased to offer a report from Chairman Bob Woods on the seventh running of the Sebring U.S. Sport Aviation Expo, abbreviated by many to simply Sebring LSA Expo. *** The total number of exhibitors was 147, a small decline from last year. Aircraft on display numbered approximately 135, about the same as 2010 and including some new or returning exhibitors such as Kitfox, Pipistrel, and Diamond. The Popular Rotorcraft Association had a presence this year with a promise to increase their footprint in 2012. *** Attendance was about 11,000, the same as last year (and I observe this count is larger than many other so-called “major” airshows —DJ). “Attendees were down slightly from 2009 due to extensive wintry weather up north, but Thursday was the best opening day we’ve ever had,” noted Bob. Saturday’s crowd was good, partly as Sebring offered reduced prices for Veterans.

Money from the Sky; Pipistrel Wins Big!

By Dan Johnson || February 12, 2011 Leave a Comment (Edit)

The next PAV Challenge will take place August 2-10, 2008 with tougher standards but even more dough: $300,000, part of $2 million NASA has put up for the contest series. I've been asked to help judge the 2008 event for the Editor's Jury Prize of $50,000. Sounds like fun!

We've all heard the line: To make a small fortune in aviation, start with a big one. Yet thanks to Comparative Aircraft Flight Efficiency (CAFE) Foundation and NASA, the laws of gravity seem reversed. A Pipistrel Virus (say: "VeerUs") went home from the Personal Air Vehicle (PAV) Challenge event with four checks totaling (are you ready for this!?): $160,000. The money represents the biggest share of $250,000 awared for this first year of five contest seasons. Australian pilot and LSA businessman Michael Coates flew a modified version of the Pipistrel Virus owned by Vance Turner (photo, on right) of Rescue, California. Lots more details are available; read the rest of the story. *** Virus, sibling of the motorglider Sinus. ("SeenUs"), took the best overall prize ($100,000); efficiency ($25,000); short runway ($25,000); and second place in the top speed prize ($10,000). An RV-4 took noise ($50,000) and top speed ($15,000) and a Cessna 172 won the $25,000 handling qualities prize. *** The PAV Challenge is one of seven NASA events aimed at stimulating rapid innovation and progress by offering substantial prize awards, kind of an X-Prize for efficiency.

We’ve all heard the line: To make a small fortune in aviation, start with a big one. Yet thanks to Comparative Aircraft Flight Efficiency (CAFE) Foundation and NASA, the laws of gravity seem reversed. A Pipistrel Virus (say: “VeerUs”) went home from the Personal Air Vehicle (PAV) Challenge event with four checks totaling (are you ready for this!?): $160,000. The money represents the biggest share of $250,000 awared for this first year of five contest seasons. Australian pilot and LSA businessman Michael Coates flew a modified version of the Pipistrel Virus owned by Vance Turner (photo, on right) of Rescue, California. Lots more details are available; read the rest of the story. *** Virus, sibling of the motorglider Sinus. (“SeenUs”), took the best overall prize ($100,000); efficiency ($25,000); short runway ($25,000); and second place in the top speed prize ($10,000).

US Sport Aircraft Takes Over from Piper

By Dan Johnson || February 6, 2011 Leave a Comment (Edit)

A new day dawns (again) over the SportCruiser, until recently known as the PiperSport. photo courtesy Czech Sport Aircraft

SportCruiser reassumes its former name and loses the Piper logo on the side of the aircraft. photo courtesy Czech Sport Aircraft

First off, a correction: Though I took the proposed renaming of PiperSport to "SuperCruiser" directly from a Czech Sport Aircraft (CSA) news release, the new name did not stick. It'll be the SportCruiser as it was before Piper assumed worldwide distribution. *** Widely reported in aviation media, Piper abruptly ended their almost-year-long relationship with manufacturer CSA in what appears to be a dispute between the two investment companies that own both CSA (Slavia Capital) and Piper (Imprimis). Following Piper's termination news release, CSA announced that they sought more worldwide sales and felt Piper was too focused on America. *** Whatever the true tale, the popular aircraft will have continued support in the United States thanks to Florida based U.S. Sport Aircraft. USSA was the importer since 2008 and remained involved through the Piper era. Company president Don Ayres stated, "Under the name PiperSport, the SportCruiser was the LSA sales leader in the United States, with a total of 45 units delivered to customers in the last 6 months of 2010." Don added, "Every PiperSport sold in the US was imported, licensed, registered and sold through US Sport Aircraft and a dealer network, under a distributorship agreement with PiperSport Distribution, Inc. Continued airworthiness support, parts, warranty and technical information for the airplane has always been, and will continue to be, through US Sport Aircraft, its dealer network and CSA. Truly, nothing has changed except for the name on the side of the plane." *** Speaking on behalf of CSA, Martin Zikes reported, "The factory is immediately shipping a complete inventory of parts to America, so both PiperSport and SportCruiser owners can be assured of continuing parts and warranty support." The Czech company, which took over ownership from founder Chip Erwin and his Czech Aircraft Works, reports 500 aircraft flying in 24 countries. *** Indeed, as Piper lead in FAA registrations for 2010 and added to the SportCruisers delivered earlier, the model recently dislodged American Legend as the number two ranked company for total LSA fleet size in the USA. Those 161 registered owners of SportCruisers or PiperSports should enjoy good support going forward.

First off, a correction: Though I took the proposed renaming of PiperSport to “SuperCruiser” directly from a Czech Sport Aircraft (CSA) news release, the new name did not stick. It’ll be the SportCruiser as it was before Piper assumed worldwide distribution. *** Widely reported in aviation media, Piper abruptly ended their almost-year-long relationship with manufacturer CSA in what appears to be a dispute between the two investment companies that own both CSA (Slavia Capital) and Piper (Imprimis). Following Piper’s termination news release, CSA announced that they sought more worldwide sales and felt Piper was too focused on America. *** Whatever the true tale, the popular aircraft will have continued support in the United States thanks to Florida based U.S. Sport Aircraft. USSA was the importer since 2008 and remained involved through the Piper era. Company president Don Ayres stated, “Under the name PiperSport, the SportCruiser was the LSA sales leader in the United States, with a total of 45 units delivered to customers in the last 6 months of 2010.” Don added, “Every PiperSport sold in the US was imported, licensed, registered and sold through US Sport Aircraft and a dealer network, under a distributorship agreement with PiperSport Distribution, Inc.

Two More SLSA Models Appear on Radar

By Dan Johnson || January 23, 2011 Leave a Comment (Edit)

Look carefully. Can you count the number of separate clear panels in the cockpit?

The all-terrain Storch has main gear with an unusually deep stroke.

Smoothly executed with CAD/CAM software and manufacturing Viper is built very conventionally.

With a 48-inch wide interior, Viper will fit even larger American occupants in comfort.

In multiple ways Sebring 2011 is starting off the aviation year in grand fashion. Crowds are strong through the first three days. The LAMA Dinner with special guest AOPA President Craig Fuller was a big hit to the standing-room-only crowd. Weather has been warm and accommodating — though poor conditions to the north prevented several airplanes from arriving on schedule. *** In my rounds with UltralightNews to shoot more LSA videos, we uncovered two new Special Light-Sport Aircraft models that were not previously on the SLSA List. I rushed to add them as I recently found out another FAA branch regularly uses our SLSA List — I was informed Aircraft Registration in Oklahoma uses this resource before issuing at least some new registrations so it's in a seller's best interest to be sure their models are on the List. *** Welcome to SLSA #113, the Cricket Aviation Storch. With fabrication in Columbia and final assembly and fitting in Deland Florida, here's a fascinating LSA replica of the famous original Storch that rescued Italian scoundrel Mussolini from a steep hillside during World War II. Several other efforts have brought this unique machine to U.S. shores before but none prior succeeded in winning approval under ASTM standards. Standing on its long legs and with many pieces of windscreen providing a marvelous view, the Storch is a unique animal in the LSA fleet. She may not be fast, but can deliver a kind of bush capability unlike anything we've seen. *** A new model you once had to go to Europe to see is the Viper SD-4 from Slovenia. It is now logged in the SLSA List as #114. The all-metal low wing has a broad cockpit well suited to Americans with conventional lines and construction materials. Viper's back swinging canopy affords huge visibility and from my few minutes in the cockpit the model appears to be focused on comfortable cross country flying. See Jim Lawrence's "Sebring Day 2" post below for a few specifications.

Irony in 2010 Market Share Report

By Dan Johnson || January 19, 2011 Leave a Comment (Edit)

You just have to marvel how a dynamic new industry unfolds. No matter your level of expertise — in or out of government, large or small private organization, or even as an individual guru — no one can exactly foretell the future of the grand experiment we call Light-Sport aviation. *** So, what's the irony? After all the years I've released the results of Jan Fridrich's laborious market share assessments using FAA data, one company has finally displaced perpetual #2 producer, American Legend. The star that rose is, of course, Piper, who not quite one year ago announced they would distribute the then-Sport Cruiser. That model (with its own winding tale) had done respectably well on its own and Piper's legacy brand brought an impressive growth spurt even during a very weak economy. Yet, even as Piper rose from 6th place last year to dislodge the Legend Cub producer, the Vero Beach outfit ended their relationship with Czech Sport Aircraft. Who could've predicted that... in less than one year's time? Many eyebrows were raised at the revelation. *** The news story continues to unfold with PiperSport/SportCruiser dealers forming an association to continue U.S. sales and service. I'll have more on that development after Sebring, which starts tomorrow. *** Meanwhile, Czech Sport Aircraft released news saying that they concur with the Piper statement that spoke to a difference in company philosophy, adding that CSA wishes "to continue to distribute CSA aircraft worldwide and does not want to focus on the US market only." CSA also reports that the name PiperSport will change to SuperCruiser. Update 2/6/11 — The name change won't happen, says U.S. Sport Aviation, the company taking over from Piper. They'll continue to represent the SportCruiser. —DJ *** In other noteworthy changes, Cessna has now risen to 13th from not being on the chart at the end of 2009. CubCrafters rose from 5th to 4th. As these changes occurred, Tecnam slipped from 3rd to 5th and Remos from 4th to 6th, both leading producers reflecting the challenges of a troubled economy. However, Aerotrek continued its deliberate but steady rise from 12th to 11th and TL Ultralight distributor SportairUSA rose from 10th to 9th (a technical position as it rose to tie AMD, which changed hands and is now known as Eastman Aircraft). *** SportairUSA started representing the Zlin model that it rebadged as the iCub. A related story is Jabiru USA and Arion. The latter has 11 registered SLSA joining a growing fleet of some 80 kits. Though legally organized as two companies, the sibling companies complement one another and if joined as one, have registered 108 SLSA, enough to allow them to join the exclusive "Century Club" of builders that have exceeded 100 units registered.

Piper Drops Czech Sport Aircraft and PiperSport

By Dan Johnson || January 12, 2011 Leave a Comment (Edit)

Flying into the sunset for the one-year-old relationship between Piper Aircraft and Czech Sport Aircraft.

Spokesperson Jackie Carlon announced the beginning of Piper's foray into Light-Sport Aircraft at Sebring 2010.

In stunning news just before the Sebring LSA Expo starts, Piper Aircraft announced they will be terminating their business relationship with Czech Sport Aircraft, the Czech republic-based manufacturer of the PiperSport (previously known as the SportCruiser from initial developer Czech Aircraft Works). *** "After a year working with Czech Sport Aircraft, Piper determined that it is in our company's best long-term interests to discontinue the business relationship..." said Piper CEO Geoffrey Berger. "Clearly, the company has a different business perspective and approach to the market than Czech Sport Aircraft," he added. The company stated that "it became clear that Piper's core strengths and that of Czech Sport Aircraft were mismatched." *** This follows a year that saw Piper register more new SLSA than any other company, almost reaching their sales target announced at last year's Sebring. (see note at bottom) "We at Piper have a close affinity with this emerging segment of the marketplace and we have great expectations for the LSA industry. The LSA we were distributing is a good one and we encourage aviation enthusiasts to continue their support of this segment of the market," Berger added. *** Piper will honor their sponsorship of Sebring's U.S. Sport Aviation Expo and staff will be present at Sebring 2011. *** Meanwhile, spokesperson Jackie Carlon emphasized the Vero Beach, Florida-based company remains, "very enthusiastic about the LSA industry and market. We will look at opportunities, but have no immediate plans to replace the PiperSport." Carlon clarified that Piper sees "significant opportunities" in the LSA space, for student pilots plus experienced pilots seeking an aircraft. *** In the end phrases such as "differences in business philosophies" and "fundamental differences" identify that Piper Aircraft's action reported here is one of severing ties to Czech Sport Aircraft more than any doubt regarding the Light-Sport Aircraft market. *** Piper registered a total of 54 PiperSport SLSA in 2010. They had forecast 75 units, but the actual number represents a solid performance in a down year. Look for our full-year LSA market report to follow. As always remember that registrations may not equal aircraft deliveries; Piper may state a different figure for their 2010 sales. For more on this breaking story, see Jim Lawrence's report below.

The Smooth and Long of the Phoenix LSA Motorglider

By Dan Johnson || December 30, 2010 9 Comments (Edit)

Jim Lee kindly brought his stunning Phoenix to my new home at Spruce Creek Fly-in.

Long 49-foot wings help Phoenix glide 30 miles on only 5,000 feet of altitude. Yes, the prop is stopped... and can be feathered for lower drag.

With the sunset glowing on her wings, Phoenix reveals a motorglider's smooth, complex curves.

Yesterday, I was again grateful for my residence at Spruce Creek Fly-In, the large airport community near Daytona Beach, Florida. Why? Because after a lucky last-minute phone call, I zipped over to the airport restaurant and went flying with Jim Lee in his new Phoenix. *** Now, I'm a soaring enthusiast, so a LSA motorglider already starts well up my wish list. But this Phoenix, whew! She's simply gorgeous with slippery compound curves and the handling is marvelous. *** Much more than simply a soaring machine, Phoenix climbs like the proverbial homesick angel and can cruise faster than many LSA. It also comes standard with two wing configurations — 49 feet stepping down to 36 feet — so you really get two airplanes in one. (Not only that, but if you need to put Phoenix in a hangar, you can remove the long wingtips to squeeze down to a 34-foot span, hardly any wider than a "standard" LSA.) *** Inside the cockpit, the 43-inch wide space is handsomely appointed and you have a few controls and an instrument not typically found in LSA. You have some prop controls — get the full LSA Glider explanation to understand how this works. Plus any self-respecting soaring pilot wants a variometer to find lift; Phoenix provides this with a small instrument that also makes sounds that allow you to keep your eyes outside the cockpit. *** You'll want to pore over the specifications and I've only given a brief review here. I hope to fly Phoenix again soon when we can explore soaring conditions. But here's a few tidbits: • glide 32:1 • power cruise 115 knots • stall 38 knots • useful load 612 pounds • range 900 nm (power on). *** Phoenix isn't cheap, but you get a lot for the money. Base price is presently $149,000 including those wing extensions that give Phoenix two distinct (yet pleasant) personalities. When luxuriously outfitted with a highly readable EFIS, autopilot, airframe parachute, radios and transponder, Phoenix can hit $165,000. Those who have investigated motorgliders will see this as modestly priced. You don't get these lines and this kind of performance for a bottom-dollar price. She's a specialty aircraft but since Lamabada left the scene, Phoenix occupies this special space all by her lonesome. Jim has a long list of good prospects so I wouldn't wait too long to check out this Czech beauty. I know I'm in love; my attempt at photos doesn't do her justice.

Breezing through the Bahamas

By Dan Johnson || December 14, 2010 Leave a Comment (Edit)

Using my trusty Garmin aera (plus a 496... an interesting comparison), the over-water navigation was simple.

Lovely islands surrounded by crystal clear water. Some beaches offer landing options.

We packed lightly but still had quite a bit of gear in the twin Breezers.

While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome's inflated roof, I'm still hanging out in the Bahamas (yeah, I know, tough job...). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced "key" unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, "Your engine doesn't know it's over water." *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude. Mike will install a video camera on the tail of one Breezer and flying in close formation, we aim to capture the twin LSA in some footage the Bahamas tourism office is already awaiting anxiously. Update 12/15/10 — This worked great; check Breezer USA's website to view after they edit and post. —DJ *** My overall experience suggests that LSA can easily negotiate and navigate flights from mainland USA and our modest fuel usage was remarkable news to others we've seen here in the Exumas (a southern chain of islands in the Bahamas). We burned just 6 gallons over the Atlantic en route to Freeport from Fort Lauderdale, another 6 flying from Freeport to Nassau and about 4 more to reach Staniel Cay. Averaging better than 20 mpg at 120 mph makes for quite economical travel. Breezers carry 21 gallons of fuel and with good planning, this proves to be plenty to reach these tropical destinations. *** Large FBOs catering to the jet crowd — such as Odyssey in Nassau — offered polite and excellent service even though we bought a mere $30 worth of fuel. *** I admit flying over large stretches of water sharpens your focus on fuel management and demands good maintenance but I've also flown aircraft over large forests in the U.S. and frankly, I think I'd rather take my chances with a water landing. *** To address such concerns and to inform pilots flying without a medical who might want to venture to these lovely islands, Aviators Hot Line director Jacob Peed plans free webinars on both subjects. Check with the publisher later for details on these informative presentations which may later be offered as podcasts.

While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome’s inflated roof, I’m still hanging out in the Bahamas (yeah, I know, tough job…). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced “key” unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, “Your engine doesn’t know it’s over water.” *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude.

First International Sport Pilot Fly-in

By Dan Johnson || December 11, 2010 Leave a Comment (Edit)

Pilots receive a full briefing from Greg Rolle of the Bahamas Tourism office at Banyan Air's superb facility.

All arrive safely at Freeport to a warm reception. This is my bird, compliments of Breezer Aircraft USA. My wife Randee is exiting the plane while airport staff secured the aircraft.

You — nor any Bahamian officials — have ever seen this: a row of LSA at the Freeport airport.

Enjoying the night life near Lucaya Resort. Pictured are (R-L): Mike Z, Jacob Peed (kneeling), Bahamas rep Leonard Stuart, Randee Laskewitz, and Dan Johnson.

"Too much fun!" was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn't far — 85 nautical miles, less than one hour — and it isn't hard (unless you go for a swim en route... none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this "gateway FBO" to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren't too difficult and the great help made it go quickly. Then, we all gathered our resolve, fired up our engines, and took off across the Big Drink. Of course, this is nothing for those few LSAers who have crossed the Atlantic and Pacific, but it had me on my toes and I suspect most of us felt similarly. *** An hour later, we landed one after another at Freeport to a warm reception by Bahamian authorities and tourist office staffers. We breezed through Customs and waiting taxicabs took us to a deluxe resort where we could all revel in our satisfaction of making the ocean-crossing voyage. Jacob Peed of Aviators Hot Line / Light Aviation Edition provided customized tee shirts for all participants with their aircraft name and N-number. Nice idea, Jake! *** Thanks for this great experience go to Randy Hansen and David Oord of EAA who worked with the Bahamas Tourism team to make the Sport Pilot certificate accepted at all airports throughout the islands. All participants have many people to thank but the Bahamas team leaders include Greg Rolle and Leonard Stuart (photo). *** Continuing Bahamas Fly-ins and other LSA activities are planned and if you get the chance, be sure to take the opportunity. Special thanks to Breezer Aircraft USA boss, Mike Z, who loaned me a Breezer, and who very competently helped me prepare for the flight. Mike's enterprise plans regular Bahamas fly-outs and you should contact him for advice. He's a wealth of knowledge, having lived on and sailed throughout the islands for five winters.

“Too much fun!” was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn’t far — 85 nautical miles, less than one hour — and it isn’t hard (unless you go for a swim en route… none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this “gateway FBO” to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren’t too difficult and the great help made it go quickly.