Dan Johnson, Author at ByDanJohnson.com

Over the Horizon LSA Producers: Iran and Malaysia

By Dan Johnson || May 28, 2011 Leave a Comment (Edit)

Iran's Free Bird in flight. photo courtesy H. F. Dorna Company

photo courtesy H. F. Dorna Company

The shapely JetFox was designed in Italy and will now be produced in Malaysia. photo courtesy Light Sport Aircraft Pilot

Launching their new aircraft in a downpour didn't prevent the company pilot from getting some attractive help. photo courtesy "The Star Online"

Most of what our media reports about Iran is bad: Islamic militants. Contested elections. Brutal suppression of dissent. Nuclear ambitions. What we don't hear is about the country's light aircraft producers. Then consider Malaysia. Do you think of that country relative to aircraft production? Do you think of it in any way? My guess is most Yankee aviators haven't given either country much thought (except maybe in a negative context). *** Yet here is Free Bird. An article appearing on Iran's PressTV began, "Iranian aviation researchers have designed and built an all-composite ultralight aircraft to meet the country's training, border control, surveillance and recreational needs." The researchers are evidently employees of manufacturer H. F. Dorna Company, which "was established in Tehran in 1988 as a private company specializing in design and manufacture of light-sport aircraft." *** Managing director of H. F. Dorna, Yaghoub Entesari, was reported as saying, "[Free Bird's] full composite structure conforms to ASTM technical standards and falls under the micro-light category under Iranian law." Free Bird is said to fly more than 500 miles with a maximum airspeed in level flight of more than 150 mph (which is beyond FAA's LSA rules). Based on company literature, pricing appears competitive but no mention is made for any glass cockpit options, unusual in today's market unless such gear is not available or permitted in Iran. *** Given U. S. government problems with Iran I don't expect we'll soon see any of these in America, but the company reports 19 have been sold. |||| Equally distant from American shores is Malaysia. Discovered via an article in The Star, local company Euroala Industries Sdn Bhd., acquired all the production rights, design and know-how of JetFox [from previous owners including Italy's EuroALA]. The Malaysian company stated, "Taking advantage of the lower cost of labour in Malaysia, the company has set up the production plant near Kuala Lumpur where it will continue the production of JetFox aircraft to supply to the traditional market in Europe and the USA while positioning itself to tap the newly emerging markets in the East." *** Euroala Industries found some support at high levels of government. According to the news report, "'Light-sport aircraft have a tremendous future in the country and will be well accepted locally,' Transport Minister Datuk Seri Kong Cho Ha said. He said the sport, which had previously only been accessible to the rich, was now more affordable to all Malaysians." *** Euroala Industries recently announced it was ready to start producing the JetFox. A few years ago I flew the model and for its day, this was a handsome microlight-type airplane with some genuine Italian style. Its cockpit was perhaps a bit tight for Americans, especially during entry, but might well serve Asian pilots. The company reports 140 JetFox aircraft have been delivered worldwide (by the original Italian producer).

Most of what our media reports about Iran is bad: Islamic militants. Contested elections. Brutal suppression of dissent. Nuclear ambitions. What we don’t hear is about the country’s light aircraft producers. Then consider Malaysia. Do you think of that country relative to aircraft production? Do you think of it in any way? My guess is most Yankee aviators haven’t given either country much thought (except maybe in a negative context). *** Yet here is Free Bird. An article appearing on Iran’s PressTV began, “Iranian aviation researchers have designed and built an all-composite ultralight aircraft to meet the country’s training, border control, surveillance and recreational needs.” The researchers are evidently employees of manufacturer H. F. Dorna Company, which “was established in Tehran in 1988 as a private company specializing in design and manufacture of light-sport aircraft.” *** Managing director of H. F. Dorna, Yaghoub Entesari, was reported as saying, “[Free Bird’s] full composite structure conforms to ASTM technical standards and falls under the micro-light category under Iranian law.” Free Bird is said to fly more than 500 miles with a maximum airspeed in level flight of more than 150 mph (which is beyond FAA’s LSA rules).

Aero 2011: Sleek and Different Gyroplanes

By Dan Johnson || May 26, 2011 Leave a Comment (Edit)

A full-enclosed AutoGyro operates on floats. photo courtesy AutoGyro

The Swiss Arrow Copter displayed superb composite design.

Magni Gyro showed their side-by-side M24 Orion model.

Handsome hardware, the Rotax 912 engine, and other refinements go beyond the Bensen Gyro.

Rotary wing aircraft have not been my focus. But I could hardly miss a flock of streamlined gyroplanes at Aero 2011 and I wondered why we don't have these in the USA? To get an answer I went to Powered Sport Flying publisher and Internet radio producer, Roy Beisswenger, who covers the gyro scene in America... *** Roy explained, "While gyroplanes seem to be languishing in the USA, they are becoming a thriving part of the sport aviation market in Europe. The main reason focuses on the regulatory path in many European countries, which gyroplane manufacturers can follow to produce ready-to-fly ships. In contrast, the FAA specifically does not currently allow gyroplanes to be certified as Special LSA. Instead, U.S. manufacturers are required to offer either Part 27 aircraft (the rotorcraft equivalent of Part 23) or Experimental Amateur Built (EAB) kits. This has hampered the introduction of several fine designs from overseas because European manufacturers are forced to produce only partially-built gyros for the U.S. market, in essence dismantling a functioning aircraft design to squeeze into the EAB category. *** Few European manufacturers see the value of producing incomplete work and setting aside proven quality control processes to enter the U.S. market because they see a safety concern as well as an extra burden. After all, it takes a considerable commitment in time and money to produce builder instructions for steps normally accomplished in their own factories. *** The inability of American producers to manufacture ready-to-fly gyroplanes has also interfered with their businesses. Many pilots don't have the desire, skills, or time to build their own gyroplanes. It is also difficult to get American designs accepted overseas where 'ready-to-fly' is the way the market and regulations are going. *** Meanwhile, in Europe, gyroplanes are being produced with enclosed cockpits, some with side-by-side seating. Fit and trim is equivalent to the fixed wing aircraft also being produced there. Another great feature is increased stability. The gyroplanes are pusher models, but they offer extended tail booms with large rudders and horizontal stabilizers. The powerplant of choice is the Rotax 912, again like most of the European light aircraft. *** Despite obstacles, some of the European gyroplane manufacturers are setting up American distributorships. Two of the biggest names being offered in the U.S. are Magni, an Italian brand, and AutoGyro, a German brand. U.S. Magni distributor Greg Gremminger has done a lot of work in recent years to educate the American market about the new generation of gyroplanes. His work is finally starting to pay off as the FAA takes another look at gyroplanes. *** FAA regulations offer a process for fully built SLSA gyroplanes to be produced and sold, but it is more difficult to accomplish for gyroplane producers than any other aircraft LSA type. The FAA is requiring a safety study of the category before they will commit to ASTM standards for the aircraft. Building and certifying a fleet of aircraft to study is something of a chicken-or-egg dilemma that is being worked out between government and industry. Someday Americans may also be offered the freedom to buy and fly a factory-built and certified SLSA gyroplane."

Rotary wing aircraft have not been my focus. But I could hardly miss a flock of streamlined gyroplanes at Aero 2011 and I wondered why we don’t have these in the USA? To get an answer I went to Powered Sport Flying publisher and Internet radio producer, Roy Beisswenger, who covers the gyro scene in America… *** Roy explained, “While gyroplanes seem to be languishing in the USA, they are becoming a thriving part of the sport aviation market in Europe. The main reason focuses on the regulatory path in many European countries, which gyroplane manufacturers can follow to produce ready-to-fly ships. In contrast, the FAA specifically does not currently allow gyroplanes to be certified as Special LSA. Instead, U.S. manufacturers are required to offer either Part 27 aircraft (the rotorcraft equivalent of Part 23) or Experimental Amateur Built (EAB) kits. This has hampered the introduction of several fine designs from overseas because European manufacturers are forced to produce only partially-built gyros for the U.S.

650 Million Engines & the Promise of “Sport Fuel”

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

Flight instructor Ken Godin helps a Light-Sport student check fuel quantity.

Quad City Ultralight boss Dave Goulet fuels his Challenger with autogas.

U-Fuel offers turnkey fuel station installations for airports that see the opportunity.

As the battle rages on regarding a replacement fuel for 100 LL avgas, sport aviation enthusiasts already have another, cheaper fuel option. The best news is they potentially have an enormous support group (even bigger than Facebook, if you'll permit that comparison). Here's what blogger Kent Misegades wrote... *** "Consider these numbers: According to GAMA, there are approximately 165,000 piston-engine aircraft registered today in the United States. Since 1982, some 65,000 autogas STCs have been sold by Petersen Aviation and the EAA. A growing part of the GA fleet, America now has around 2,000 new SLSA (and many thousands more ELSA) registered. Nearly all of these use engines designed to run on autogas. Fuel is sold at approximately 3,500 FBOs on the 13,000+ airports registered in the country. Autogas is currently sold at just 100 of these airports." (Talk about your missed opportunities! —DJ). *** "By contrast, in 2006, the U.S. DOT reported approximately 251 million registered passenger vehicles that purchase fuel at over 110,000 gas stations. It is estimated that nearly all of these vehicles are affected negatively by the presence of ethanol in fuel, with problems ranging from lower fuel mileage to serious damage caused to their fuel components. Especially sensitive are vehicles without modern computer-controlled fuel injection and mixture controls. The situation is even more serious for off-highway engines found in boats, ATVs, snowmobiles, power tools, and more. *** Of the nation's 17 million pleasure boaters, 16 million tow their boats to water and purchase fuel at the local gas station. Most of these use outboard motors that can suffer serious damage when ethanol blends are used. All told, it has been estimated that nearly 650 million engines in vehicles and other machinery are negatively affected by the presence of ethanol in fuel. For airports who are able to think outside the fence when offering U-Fuel's aviation-quality, ethanol-free Sport Fuel brand of autogas, there is a huge potential for fuel sales. *** If only 1% of the owners of these 650 million engines were to buy Sport Fuel at their local airport, this would represent millions of new customers for struggling airports. An added benefit would be the opportunity to introduce the pleasures of aviation to a sector of the population that might never otherwise stop by their local airfield. These recreation enthusiasts could be impressed that their local airport is doing something to reduce lead emissions from our aircraft." Disclosure: Kent represents U-Fuel.

How Important Is FAA Oversight of LSA?

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

Weight shift instructor and DAR, Terri Sipantzi poses beside one of his Airborne XT-912 LSA. photo courtesy Precision Windsports

LAMA's audit includes a thorough document review followed by an on-site factory visit.

Embry Riddle Aeronautical University's Eagle Flight Research Center personnel will do ASTM compliance audits in conjunction with LAMA.

Weight shift instructor and FAA Designated Airworthiness Representative (DAR) Terri Sipantzi wrote an excellent editorial about the FAA's plan to start inspecting new SLSA or new companies producing LSA. Terri's piece was well written and accurate. He quoted me but I find it surprising to be the only one publicly talking about this matter even though FAA has said (at AirVenture 2009) that they would be doing more inspections. This is not new information. I am merely beating the drum louder as FAA gets closer to doing what they said they would do. *** Yet Terri left out an important point... Industry could provide such oversight. In fact, I believe industry oversight could be the more effective method to increase compliance and potentially therefore safety, which — to put a fine point on it — is the ultimate goal of certification schemes. All these parts — standards, certification oversight, manufacturing best practices, quality control systems, third party audits — have one purpose: Safety. The good news, according to several speeches by the FAA Administrator, is that LSA safety is reasonably good. *** LAMA has been offering third party oversight but a major problem exists. LAMA (or any group that might perform third party audits) must charge for the service. FAA does their oversight using taxpayer money. When FAA wants to audit, you can't say no. The LAMA audit is voluntary; no one is obligated to pursue any third party approval (LAMA or otherwise). Regretfully, only a very few companies have requested an independent audit. *** FAA could mandate some third party oversight system. Presently, only LAMA offers such service but others could also step up if qualified. To assure it has top-notch credentials, LAMA engaged Embry Riddle to perform audits. *** Let me be clear. I am not an advocate of government forcing producers to get a LAMA audit. I don't really want government to force anything. Yet some "teeth" must be in the program. In fact, very powerful forces guide the market even now. *** I believe FAA is only one of no less than five entities that reinforce safety, and I believe the agency is not the most important. Here's my upside-down hierarchy of how safety is pushed onto producers: • 5th most important — Media articles can condemn an aircraft that has problems; • 4th most important — FAA and their oversight can shut down poor operations; • 3rd most important — Trial lawyers and legal liability enforce best practices by punishing failures; • 2nd most important — Insurance companies can choose not to insure aircraft they consider of questionable safety; no insurance equals far fewer sales; and, #1 most important — Customers won't buy aircraft they doubt nor aircraft meeting a certification method they don't understand or that they question. *** Most U.S. aviators still have a woefully slight understanding of the real workings of SP/LSA and I believe this is an essential reason why sales have not met initial expectations. Of course, the light aircraft market is more complex than just certification, but confidence in products like airplanes is essential. Third party oversight is part of building trust; healthy markets insist on oversight. The only question is: Will government or industry provide the oversight? Update 5/13/11 from Terri Sipantzi — "With respect to safety and based on my experience with the FAA survey (Terri refers to the Assessment), I don't think [the planned FAA visits] will do much to improve safety directly, though they might have an impact indirectly. My experience with the FAA on the aircraft side (as a maintenance professional and a DAR) is that the FAA is more concerned with the paperwork than they are the actual aircraft. ..... If I were dishonest I could fill out beautiful paperwork without ever looking at a plane. How safe is that? And, as I stated in my article, the FAA survey team spent over 90% of their survey time with me going over paperwork and took only a cursory glance at the aircraft. However, their inspections might affect safety indirectly in that companies who are not very disciplined today may get their act together in all the relevant areas out of fear of failing the FAA inspection. *** Finally, I concur with the list of safety enforcers [above]. I think the market is a far better influencer of safety than the government. This is a pretty small community and word gets around." —TS

Weight shift instructor and FAA Designated Airworthiness Representative (DAR) Terri Sipantzi wrote an excellent editorial about the FAA’s plan to start inspecting new SLSA or new companies producing LSA. Terri’s piece was well written and accurate. He quoted me but I find it surprising to be the only one publicly talking about this matter even though FAA has said (at AirVenture 2009) that they would be doing more inspections. This is not new information. I am merely beating the drum louder as FAA gets closer to doing what they said they would do. *** Yet Terri left out an important point… Industry could provide such oversight. In fact, I believe industry oversight could be the more effective method to increase compliance and potentially therefore safety, which — to put a fine point on it — is the ultimate goal of certification schemes. All these parts — standards, certification oversight, manufacturing best practices, quality control systems, third party audits — have one purpose: Safety.

NH:PF2.0 Announce

By Dan Johnson || May 8, 2011 Leave a Comment (Edit)

For Its Fifth Anniversary, ByDanJohnson.com Releases PlaneFinder 2.0 ... Another Free Service WORLD WIDE WEB / July 1, 2009 - ByDanJohnson.com is pleased to announce the return of PlaneFinder, now relaunched as version 2.0. PlaneFinder 2.0 helps pilots or prospective pilots interested in Light-Sport Aircraft (LSA) to determine which LSA is the best one for them. It may also be fun for current experts to see how planes compare. PlaneFinder uses 24 criteria to make these determinations although it not necessary to reflect your preference in all 24 categories for the system to help. Perhaps the best news: It's completely free! PlaneFinder 2.0Since their arrival on the aviation scene in 2004 (with first approvals in 2005), almost 100 models of fully-built Special Light-Sport Aircraft have been brought to market. These models come from 70 manufacturers, about two thirds of which originate outside the United States. Many have unfamiliar brand names and the sheer number of these models can make it challenging even for veterans. With flight experience in approximately half the LSA models on the market and regularly studying all of them, publisher Dan Johnson has evaluated all certified Special Light-Sport Aircraft in each of 24 categories (not all categories apply to all planes). To benefit from the PlaneFinder 2.0 matching system, website visitors need only click a few buttons. "Each time you click a button, our "Matching SLSA" list instantly changes to reflect all airplanes matching that description," reported Dan Johnson. "The categories are also very simple (this-or-that type) categories, for example, -High wing or low wing?-" "We kept PlaneFinder 2.0 lean and light, with quick-read questions and responses," added Johnson. "If you need more info to select your response, hover over any highlighted title and a hint box will pop up more fully explaining what the category means and how aircraft were evaluated." You can change your PlaneFinder 2.0 category responses as often as you wish to refine your ideal feature set. Or you can Reset and start all over. It's easy and it's fun. "Go try it," encourages Dan! When ByDanJohnson.com went live in April 2004 (four months before the SP/LSA rule was announced), the website was organized around a feature called PlaneFinder. Intended as a means to offer advice to pilots seeking their ideal aircraft, PlaneFinder version 1.0 proved to be more complicated than needed plus the ultralights and kit-built light planes addressed in the original version were giving way to Light-Sport Aircraft. "Reluctantly, we quietly put PlaneFinder [version 1.0] on hold while we followed the emergence of LSA within the world of aviation," remembered Johnson. "But we're pleased to get PlaneFinder 2.0 live and operating." PlaneFinder 2.0 is offered as a free service by ByDanJohnson.com, however registration is required. After leaving your email address, a temporary password will be sent allowing full access to PlaneFinder 2.0 without charge. Click here to view PlaneFinder 2.0 Some Interesting PlaneFinder 2.0 Numbers (updated May 2011)... 115Number of Special Light-Sport Aircraft models on the SLSA List, in order of certification 83Number of manufacturers supplying the 115 models - with links & more on the SLSA List 25Number of decision categories on PlaneFinder 2.0 2,875Number of evaluations made to allow PlaneFinder 2.0 to work its magic

For Its Fifth Anniversary, ByDanJohnson.com Releases PlaneFinder 2.0 … Another Free Service WORLD WIDE WEB / July 1, 2009 – ByDanJohnson.com is pleased to announce the return of PlaneFinder, now relaunched as version 2.0. PlaneFinder 2.0 helps pilots or prospective pilots interested in Light-Sport Aircraft (LSA) to determine which LSA is the best one for them. It may also be fun for current experts to see how planes compare. PlaneFinder uses 24 criteria to make these determinations although it not necessary to reflect your preference in all 24 categories for the system to help. Perhaps the best news: It’s completely free! PlaneFinder 2.0Since their arrival on the aviation scene in 2004 (with first approvals in 2005), almost 100 models of fully-built Special Light-Sport Aircraft have been brought to market. These models come from 70 manufacturers, about two thirds of which originate outside the United States. Many have unfamiliar brand names and the sheer number of these models can make it challenging even for veterans.

Virginia Festival of Flight Starts April 30

By Dan Johnson || April 26, 2011 Leave a Comment (Edit)

Virginia's Festival of Flight runs April 30 and May 1, 2011. aerial photo courtesy Festival of Flight

John Calla shows the Gobosh to a prospective buyer. photo courtesy Festival of Flight

Flight Design and other companies show their aircraft and provide demonstration flights. photo courtesy Festival of Flight

I have more to report from Aero 2011 in Europe, but let's take a quick jaunt back across the Atlantic for an upcoming event of interest to LSA fans... The 14th Virginia Regional Festival of Flight runs April 30 and May 1, 2011 and it offers special opportunities for the Light-Sport crowd. *** Public Relations Chairman Dee Whittington, noted, "As usual we'll have a dedicated [light aircraft] runway and parking area. Also, most of our manufacturers who will attend are from the Light-Sport community." He continues with a bit of very important info both to vendors and those pilots wanting to carefully check out a LSA with a demonstration flight, "A good feature of our full-featured fly-in is the ability of vendors to do demo flights during the day instead of waiting until after 5:00 PM when the event shuts down." Major airshows like AirVenture and Sun 'n Fun have windows for free flying that restricts the number of demo flights aircraft sellers can provide (although Sun 'n Fun offers Paradise City as an on-site alternative which can insure more such purchase evaluation flights). *** The Festival of Flight also offers a packed schedule of forums on a variety of subjects. Among those of keenest interest to the light aircraft enthusiasts are: • "LSA Required Maintenance," by 2007 Tony Bingelis Award Winner Dick Koehler • "Light-Sport Flying Explained," by Dave Lubore from Heart of Virginia Aviation • "LSA Basics," by Doug Hempstead of Allegro USA, as well as issues of importance to all aviators plus sessions for kit builders. In all, Festival of Flight organizers have assembled a forum schedule able to compete with the much larger shows. *** Other activities include a Rally Adventure for those flying in where Dee reports, "Pilots in homebuilt, light sport, and commercial aircraft categories, grouped by horsepower, can fly a timed triangular course against the clock." *** Sounds like good weekend fun. Take your family as Festival of Flight has several family-friendly ideas like radio-controlled flying, Young Eagle flights and several hands-on activities for kids. Aviation benefits from such local events. You ought to consider attending if you're within a reasonable distance from Suffolk Executive Airport (KSFQ) located about 40 miles west of the Virginia Beach/Norfolk area.

I have more to report from Aero 2011 in Europe, but let’s take a quick jaunt back across the Atlantic for an upcoming event of interest to LSA fans… The 14th Virginia Regional Festival of Flight runs April 30 and May 1, 2011 and it offers special opportunities for the Light-Sport crowd. *** Public Relations Chairman Dee Whittington, noted, “As usual we’ll have a dedicated [light aircraft] runway and parking area. Also, most of our manufacturers who will attend are from the Light-Sport community.” He continues with a bit of very important info both to vendors and those pilots wanting to carefully check out a LSA with a demonstration flight, “A good feature of our full-featured fly-in is the ability of vendors to do demo flights during the day instead of waiting until after 5:00 PM when the event shuts down.” Major airshows like AirVenture and Sun ‘n Fun have windows for free flying that restricts the number of demo flights aircraft sellers can provide (although Sun ‘n Fun offers Paradise City as an on-site alternative which can insure more such purchase evaluation flights).

Aero: Lycoming Coming to More Light-Sport Aircraft

By Dan Johnson || April 21, 2011 Leave a Comment (Edit)

Tecnam's Lycoming O-233-powered Eaglet.

Lycoming under Eaglet's cowling. Some will see a gutsy look.

Rotax under Eaglet's cowling. Liquid cooling allows a narrower nose.

Eaglet has a fresh interior that will please occupants.

While the Continental O-200 engine — used in several Light-Sport Aircraft — attains Chinese ownership, Lycoming appears to be making a stronger push to enlist LSA manufacturers. *** One example at Aero 2011 was the upgraded Tecnam Eaglet, which airshow visitors could compare with either Rotax or Lycoming O-233 power. The appearance difference was significant and may test the market for preference for the European Rotax engine that powers 75% or so of all LSA versus the standard bearer Lycoming that has hauled generations of Americans through the skies. *** A major difference is the air-cooled Lycoming versus the liquid-cooled Rotax. Those big fins to cool the Lyc' demand what one Tecnam rep' called "power bulges." The effect on the nose cowl surrounding the engine is dramatic and I'll bet pilots like one or the other better... which is exactly the point. Tecnam will continue building both so you can — as Burger King puts it — "have it your way." *** The company has also upgraded the interior of the Eaglet, launched at Sebring 2009, with a highly finished interior complete with new interior door treatments (photo). In sharp contrast to the bare bones Cessna Skycatcher (but on par with some other LSA models), the Italian company's work results in a handsome cockpit that is much more user friendly. *** Tecnam mounted what I perceived to be the largest display of all Aero 2011's 630 exhibitors. They filled a large, very professional exhibit with a dozen aircraft running from the Eaglet to the new four-place P2010, a military version of their Twin, and a mockup of their 11-seat regional airliner (more on these and other larger aircraft from LSA producers in a future SPLOG post). Tecnam had so much to talk about, they held three press conferences; their work represents a huge amount of development in the last few months. In their press announcements, Tecnam reported selling 210 single engine aircraft plus 55 of their dual-Rotax Twin... all during 2010, which as every knows was a miserable year for aviation and most other industries. In a word, IMPRESSIVE! *** I need more time to report all the news and photos I gathered at Aero but intermittent Internet connections will have these following as I can get online. Please keep returning for more news from another fantastic and fun Aero 2011. Also, thanks to all the European readers of ByDanJohnson.com — I got many positive comments and discovered that many overseas readers are regular visitors.

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).