Dan Johnson, Author at ByDanJohnson.com

New LSA Market Info; Here Come the Big Boys

By Dan Johnson || September 6, 2010 Leave a Comment (Edit)

CSA's PiperSport, distributed worldwide by Piper photo courtesy Piper Aircraft

Cessna Skycatcher photo courtesy Cessna Aircraft

Perhaps you've noticed we have not been reporting market share information as often as we once did. Two reasons: (1) the market has matured, meaning the leaders are distancing themselves from niche producers and the rank positions aren't moving around as much; (2) in the economic doldrums, the numbers simply haven't been changing as quickly. *** But since the last report, some action occurred that shines a spotlight on an expected development. The aviation Big Boys are climbing upward... Piper advanced into the #3 spot, pushing also-strong CubCrafters down a notch. The legacy Florida company is closing on #2 American Legend. Secondly, while still well down the chart, Cessna moved up from #20 to #17 enroute toward the top. Based on the company's reported 1,000+ orders, it seems only a matter of time before they outrun everyone. Or, will they...? *** Nothing is sure in business (or economies, it appears). And several LSA producers have been nimble, adding new products, building new dealer and flight school networks on a steady pace, and notably, not having to carry old baggage. *** Indeed, at least one producer (who must remain nameless) said a post-Oshkosh uptick in orders can very likely be attributed to Cessna's growing Skycatcher fleet. The theory is that when Cessna (and Cirrus) first announced LSA projects, the existing LSA market benefitted from the validation this represented. Cessna studied long and hard and concluded, "Yes, we are sure a market for a Light-Sport Aircraft exists." *** Then quite of bit of time passed and we saw no Skycatchers except as part of the company's airshow displays. That's over. Cessna is shipping. This may help other strong players as customers signal growing acceptance of LSA. *** Perhaps it's the impending U.S. elections or a drop in jarring news headlines, or whatever... but the LSA market appears to be showing life, and a good bit of the movement is from those Big Boys in aviation.

Perhaps you’ve noticed we have not been reporting market share information as often as we once did. Two reasons: (1) the market has matured, meaning the leaders are distancing themselves from niche producers and the rank positions aren’t moving around as much; (2) in the economic doldrums, the numbers simply haven’t been changing as quickly. *** But since the last report, some action occurred that shines a spotlight on an expected development. The aviation Big Boys are climbing upward… Piper advanced into the #3 spot, pushing also-strong CubCrafters down a notch. The legacy Florida company is closing on #2 American Legend. Secondly, while still well down the chart, Cessna moved up from #20 to #17 enroute toward the top. Based on the company’s reported 1,000+ orders, it seems only a matter of time before they outrun everyone. Or, will they…? *** Nothing is sure in business (or economies, it appears).

Let’s Go Flying with Dynon’s SkyView

By Dan Johnson || September 4, 2010 Leave a Comment (Edit)

[UPDATE 2/9/10 -- Check our new LSA Video entry showing you around the first Special Light-Sport Aircraft installation of SkyView (and Garmin 696) in a CTLS... then go watch the video below.] *** Talk about your "Wow! Factor," Paul Hamilton's new video for Dynon really shows off the amazing capability of the company's SkyView avionics system featuring synthetic vision. Go along for a flight during bright daylight and into the dimming sun over mountainous terrain. You can see the real image and compare how SkyView synthesizes it. After viewing the system in flight, I predict your choice of words will include: "Impressive!" Dynon's SkyView setup costs about $5,500 for a single 10-inch screen, though this price is a small fraction of the cost of a Type Certificated system. *** Paul is a veteran videographer and website publisher focused on the light end of aviation. Start here and work your way around his several content websites. *** Flight Design USA president Tom Peghiny admitted, "I was skeptical about SkyView until Dynon made a presentation at our [Flight Design] distributor-dealer meeting Monday after the Sebring Expo. Later I flew the SkyView-equipped CTLS and I was really impressed. I thought it kind of looked like a video game on the ground but in the air the situational awareness is remarkable." He added that a lower time pilot in worsening weather could find his way to safety much easier with SkyView installed, though he admits the buyer will need a somewhat thicker wallet to pay for the handsome hardware. (Check features and prices.) *** That's a strong endorsement from a man known for speaking honestly.

[UPDATE 2/9/10 — Check our new LSA Video entry showing you around the first Special Light-Sport Aircraft installation of SkyView (and Garmin 696) in a CTLS… then go watch the video below.] *** Talk about your “Wow! Factor,” Paul Hamilton’s new video for Dynon really shows off the amazing capability of the company’s SkyView avionics system featuring synthetic vision. Go along for a flight during bright daylight and into the dimming sun over mountainous terrain. You can see the real image and compare how SkyView synthesizes it. After viewing the system in flight, I predict your choice of words will include: “Impressive!” Dynon’s SkyView setup costs about $5,500 for a single 10-inch screen, though this price is a small fraction of the cost of a Type Certificated system. *** Paul is a veteran videographer and website publisher focused on the light end of aviation. Start here and work your way around his several content websites.

Landing a Seaplane on Water… with Wheels Down!

By Dan Johnson || September 1, 2010 1 Comment (Edit)

SeaMax launches from water (gear up, of course). photo courtesy SeaMax USA

Landing on water with your wheels down is a confirmed aviation no-no. Land planes that try it often get flipped over upside down, when escaping the cabin becomes a real concern. Every seaplane pilot I know has a mantra he or she repeats, "I'm landing on water so the wheels must be up." Most simply don't want to make this mistake. You can land a seaplane or floatplane on land with the wheels up. The penalty is not as great (and you'll certainly stop fast). But you violate the wheels-into-water rule at your peril. *** Some airplanes, like the new CTLS on amphib floats, or FPNA's Capetown, or SeaRey have a light-alert system to help you and some manufacturers offer an audio alarm. Others use mirrors or have other warning systems. *** So why would someone land a SeaMax in water with the wheels down? Deliberately? And for the camera? Watch the following video to see what a non-event this is. (You also might enjoy hearing the camera audio continue working even when it gets dunked.) *** While you still don't want to repeat this if you can avoid it, the video proves that done with experience, the maneuver may not upset the SeaMax. The amphibious LSA benefits from sitting low in the water so the rotating action of gear hanging down well below the fuselage is less of a problem. *** As the trusty, always-working camera shows, the pilot raised the gear before takeoff. Trying to launch gear down would be a futile effort from all the in-water drag it would impart. Thanks to SeaMax USA for this clip.

Single Place Onex — Inexpensive Aerial Fun

By Dan Johnson || August 31, 2010 2 Comments (Edit)

Sonex Aircraft debuted their new single place Onex at AirVenture 2010.

All Sonex models are all-metal designs (with some fiberglass shapes).

Though exceptionally low cost, you'll probably want real instrument and not photos (the Sonex team is famous for their keen sense of humor).

John Monnett demonstrates the Onex's quick wing fold that reduces width to eight feet.

People tried to call it Oh-nex, but the giveaway is the single seat. I got it... One-ex. The clever name is adapted from the company name and one of its models, Sonex, and fits with the Waiex and Xenos. All are variations on a very successful theme (1,600 kits sold), and like the other models, Onex can be powered by the AeroVee engine. Along with a modestly priced airframe kit, the company's own low-cost four-stroke engine helps to constrain the budget. *** A primary goal with Onex was to make ownership even more affordable, a challenge for a company that already boasts low prices. Onex is still in development so no performance numbers or costs have been finalized. But with a two-place Sonex at about $25,000 for all components including engine, Onex could be as low as $20,000, says the manufacturer. In 2010, that's pretty amazing for an 80-hp single place that ought to perform like crazy and is suitable for most positive G aerobatics, says designer and general manager, Jeremy Monnett. *** Onex is not only inexpensive to buy, it won't cost as much to store. With its wings folded, the Sonex team can stuff five airplanes into one T-hangar (see the diagram and more on their website). Those folded wings are eight feet wide, so it can be trailered home and it stands just seven feet tall so it'll fit in most home car garages. *** But why go single place when most buyers seek two seats? Well, for one, Sonex observes 90% of sport flying is done solo. Plus, less material helps push the price down as low as possible. A few preliminary specs: Wing 78 square feet; empty weight 540 pounds; gross weight 850 pounds; stall 45 mph; and, never exceed 216 mph. *** As Sonex states, Onex is "Sport Pilot compatible" but you'll need to register it Experimental Amateur Built. *** Though they'll fly somewhat differently than Onex, you can read my review of the Waiex and Zenos that was published in Kitplanes magazine (from 2005).

People tried to call it Oh-nex, but the giveaway is the single seat. I got it… One-ex. The clever name is adapted from the company name and one of its models, Sonex, and fits with the Waiex and Xenos. All are variations on a very successful theme (1,600 kits sold), and like the other models, Onex can be powered by the AeroVee engine. Along with a modestly priced airframe kit, the company’s own low-cost four-stroke engine helps to constrain the budget. *** A primary goal with Onex was to make ownership even more affordable, a challenge for a company that already boasts low prices. Onex is still in development so no performance numbers or costs have been finalized. But with a two-place Sonex at about $25,000 for all components including engine, Onex could be as low as $20,000, says the manufacturer. In 2010, that’s pretty amazing for an 80-hp single place that ought to perform like crazy and is suitable for most positive G aerobatics, says designer and general manager, Jeremy Monnett.

A Raging Debate… IFR, IMC, VMC, and LSA

By Dan Johnson || August 28, 2010 Leave a Comment (Edit)

In the last month, I've received many calls and emails from more than a dozen flight schools. Here, I will try to reduce the confusion — and some alarm — regarding IFR (flying by instrument reference) and LSA.

ASTM's F37 committee is comprised of people with technical knowledge and they have done the nearly-impossible: start with a blank sheet of paper and create aircraft certification standards for the LSA sector... in just five years, and on the leanest of budgets. These volunteers from many countries created a series of standards, one of which is the Design and Performance Standard. Following a positive vote by committee members, all have been accepted by FAA.

For more than three years another subcommittee has tried to create an IFR standard that has yet to find agreement. Until consensus may be found and to provide an interim defensive position for the committee and for manufacturers, F37 added a point to the revised but yet-to-be-accepted-by-FAA D&P Standard. The ASTM committee revised the standard to prohibit use of a SLSA for flight into IMC, that is, into clouds or no-visibility situations. This does not prevent flight in the IFR system — filing and flying IFR into controlled airspace by qualified pilots with a current medical. And, importantly, it does not affect any LSA approved under earlier standards, that is, any LSA currently in flight school operation assuming that LSA is properly equipped with the correct instrumentation, lighting, and powerplant. Flight at night is not affected by this decision and remains acceptable in a suitably equipped LSA for a qualified pilot with medical.

In the future (after FAA accepts the newest D&P Standard version) a LSA builder will be able to equip a LSA with instruments specified in FAA regulations permitting qualified pilots to file and fly IFR but only into VMC (Visual Meteorological Conditions). An interesting contrast: Numerous FAA personnel with whom I've recently spoken support the use of LSA for IFR training including into IMC (though not all FAAers nor ASTMers agree!). FAA regulations governing LSA do not prevent IMC ops.

This is a complex topic that will continue to stimulate debate. The important fact to remember: No presently registered SLSA, nor any issued an airworthiness certificate before the new ASTM standard gains FAA acceptance, are prohibited from IMC flight if properly equipped and flown by a qualified pilot. Additional info on the revised standard: IFR training in visual meteorological conditions (VMC) may be conducted by qualified pilots in a SLSA that meets the equipment requirements of part 91, sections 91.109, 91.205, and — for an airplane operated in controlled airspace under the IFR system — 91.411 and 91.413. However, if the aircraft is not approved for IFR operations under a type certificate, operations in instrument meteorological conditions (IMC) are prohibited by the proposed ASTM standard. [UPDATE 9/1/10: A point of clarification is needed for this story — thanks to the sharp eye of Jeff van West, editor of IFR Magazine. *** I stand by all the preceding info as correct but I did not state that the manufacturer has ultimate authority over how their airplanes (or engines) may be used. Before or after the ASTM committee prohibition of flight into IMC, if a manufacturer said it does not want its airplanes flown IFR, that's the end of it... no IFR for that brand. *** As with the ASTM committee, however, any manufacturer can change its mind, amend the Pilot Operating Handbooks (and other related documents), and begin offering IFR aircraft. In the same way, the committee may reverse itself on the IMC prohibition once the IFR standard is approved by committee and accepted by FAA.]

In the last month, I’ve received many calls and emails from more than a dozen flight schools. Here, I will try to reduce the confusion — and some alarm — regarding IFR (flying by instrument reference) and LSA. ASTM’s F37 committee is comprised of people with technical knowledge and they have done the nearly-impossible: start with a blank sheet of paper and create aircraft certification standards for the LSA sector… in just five years, and on the leanest of budgets. These volunteers from many countries created a series of standards, one of which is the Design and Performance Standard. Following a positive vote by committee members, all have been accepted by FAA. For more than three years another subcommittee has tried to create an IFR standard that has yet to find agreement. Until consensus may be found and to provide an interim defensive position for the committee and for manufacturers, F37 added a point to the revised but yet-to-be-accepted-by-FAA D&P Standard.

New Flight Design Offerings — Summer 2010

By Dan Johnson || August 27, 2010 Leave a Comment (Edit)

The Flight Design team speaks to journalists at AirVenture as they describe new offerings from the LSA market leader.

Given their market leading position, adding an amphibious floatplanes helps the company serve new markets.

The lower photo shows the manual retract handle for the float rudder. The upper photo shows the retract switch with land/water alert system: switch up will show two blue lights (for water); or switch down, showing three green lights (for wheels down before hard surface landing).

Flight Design engineering chief Oliver Reinhardt checks out the new near-full-motion flight simulator in the company's Oshkosh display.

Flight Design has maintained their substantial lead in market share partly through a strategy of steady innovation. The German company and its U.S. partners regularly develop new products and introduce them with pizzazz. The company's press conference and exhibit space at Oshkosh 2010 revealed this methodology. *** AirVenture visitors got to examine the CTLS Lite on amphibious floats. CTLS Lite — unveiled at a significantly-reduced price and dramatically-reduced empty weight — was introduced only three months earlier at Sun 'n Fun. By Oshkosh 2010, that new model sat atop amphib floats that have already recorded a number of flights from water and land. *** The floats are from Clamar and were developed in concert with Flight Design distributor Airtime Aviation of Tulsa, Oklahoma, arguably the nation's largest dealer of LSA. "The Clamar floats match the structure and the feel of the Flight Design planes," said Tom Peghiny, president of importer Flight Design USA. Airtime Aviation indicated the system is presently available only for the CTLS model but work has started to add floats to the CTsw model from Flight Design; hundreds are flying worldwide. *** The Clamar float system is constructed from carbon fiber, kevlar and S-glass, which the developer says "make the floats substantially lighter in overall weight than aluminum or composite floats of same displacement." Gear movements are produced by an all-electric 12-volt system. A visual notification system for gear position (photo) is standard and audio gear warning is available at extra cost. *** Another interesting offering involved a near-full-motion simulator for training. But this one costs only a few thousand making it much more affordable to flight schools. Developed by a Canadian company, Dreamflyer™ uses a deceptively simple yet clever mechanism to capture the motion based on simple gravitational movements of the chair initiated by the user in response to the views on the screen. By using gravitational force to generate motions, Dreamflyer™ eliminates the need for and costly maintenance of hydraulics and motors. *** Staying ahead of the competition by sheer inventiveness, Flight Design remains a company to watch.

LSA Sales Continue Slowly; Change Among Leaders

By Dan Johnson || August 26, 2010 Leave a Comment (Edit)

In the chart above, the Top 20 companies represent going businesses. Companies with enough registered aircraft to qualify for the Top 20 but which are insolvent or inactive were removed to present a truer picture of the current fleet of active companies.

While most of the LSA industry — as with most of aviation — endures unprecedented slow sales, at least two companies are showing reasonably good 2010 performances. *** Washington-based CubCrafters is the clear market leader for the first seven months of 2010, with 27 new registrations. We repeat, as always, that FAA registrations do not equal sales; individual company statistics may be different. Following CubCrafters is CSA's PiperSport with 18 new registrations and Flight Design with an even dozen. *** All the Big Six companies remain the same — in their rank for the entire LSA fleet — though some shifting occurred: Flight Design; American Legend; CubCrafters (moving from 4th to 3rd ranked); Tecnam (3rd to 4th); Czech Sport Aircraft (builder of the PiperSport, 6th to 5th); and Remos (5th to 6th). These Big Six all have more than 100 registered airplanes in FAA's database, though they are trailed by only a few airplanes by Jabiru USA and Evektor. AMD and TL Ultralight (up to 9th from 10th) are in a third tier of the top ten. *** Two companies advanced into the Top 20 rank positions for the first time: Paradise; and airplane manufacturing giant, Cessna. Other brands to watch include Arion, and FK Lightplanes. *** Of the three companies with the most action this year, CubCrafters has moved forward smartly. Flight Design is always a contender. But the main one to watch closely may be Piper. According to LSA project manager Russ Greenberg, the company is "on track to meet our January forecast of 75 airplanes sold in 2010." Though their FAA registrations show 18 for the year, Piper reported 40 sales consummated by AirVenture 2010. If the company hits their target and if all were registered in 2010 (unlikely), PiperSport-producer CSA could dislodge American Legend in the number two spot. However, forecasting the future is hazardous at best; for true information we'll have to wait for the final answer just before January's Sebring LSA Expo.

Sport Pilots: Fly to the Bahamas in Your LSA!

By Dan Johnson || August 26, 2010 4 Comments (Edit)

A Progressive Aerodyne SeaRey makes a good LSA candidate to fly to the Islands of the Bahamas.

Bahamas and EAA officials (L-R): Greg Rolle, Dave Oord, Charles Albury, Kendric Sands, Randy Hansen, Lenord Stuart, Tony Anthony. Photo courtesy EAA

It's a first... the acceptance of Sport Pilots into another country. I don't refer to acceptance of Light-Sport Aircraft in other nations; that's already happening in a dozen countries with 30 more studying the method of certification. When the Islands of the Bahamas said it would accept Sport Pilot certificate holders to pilot their LSA to the Bahamas, that was a first in another country recognizing the pilot side of FAA's 2004 regulatory innovation. *** Thanks go to EAA for stimulating discussion and for staffers Randy Hansen and David Oord, both of whom work in EAA's government relations office. *** At the 2010 Oshkosh event Deputy Permanent Secretary for the Bahamas' Ministry of Tourism and Aviation, Charles Albury, told EAA AirVenture Today writer Jeb Burnside, "We felt this was another area to expand because of the growth of sport pilots in the United States." Government and Advocacy Specialist Oord said, "We look forward to similar recognition of the sport pilot certificate by our international neighbors." In celebration of the latest changes to Bahamian rules, EAA, the Ministry and Florida-based EAA chapters are organizing a sport-pilot fly-out to the Bahamas, planned for the near future. *** To qualify for the new privilege Sport Pilot certificate holders must meet similar rules as in the USA. A Sport Pilot operating in the Bahamas must hold a current and valid U.S. driver's license or better and have logbook endorsements certifying proficiency in Class B, C and D airspace. The pilot must have all required aircraft documents on board and must meet all FAA regulations. Sport Pilots in the Bahamas follow the same privileges and limitations as in the USA.

It’s a first… the acceptance of Sport Pilots into another country. I don’t refer to acceptance of Light-Sport Aircraft in other nations; that’s already happening in a dozen countries with 30 more studying the method of certification. When the Islands of the Bahamas said it would accept Sport Pilot certificate holders to pilot their LSA to the Bahamas, that was a first in another country recognizing the pilot side of FAA’s 2004 regulatory innovation. *** Thanks go to EAA for stimulating discussion and for staffers Randy Hansen and David Oord, both of whom work in EAA’s government relations office. *** At the 2010 Oshkosh event Deputy Permanent Secretary for the Bahamas’ Ministry of Tourism and Aviation, Charles Albury, told EAA AirVenture Today writer Jeb Burnside, “We felt this was another area to expand because of the growth of sport pilots in the United States.” Government and Advocacy Specialist Oord said, “We look forward to similar recognition of the sport pilot certificate by our international neighbors.” In celebration of the latest changes to Bahamian rules, EAA, the Ministry and Florida-based EAA chapters are organizing a sport-pilot fly-out to the Bahamas, planned for the near future.

Electric Part 103 Ultralights and Battery Science

By Dan Johnson || August 22, 2010 2 Comments (Edit)

Checking out an e103 at AirVenture 2010. On right is Powrachute boss and Voyager ElectraChute developer Galen Geigley. On the left is Powered Sport Flying magazine publisher and PSF Radio Show host, Roy Beisswenger.

Lean & Clean - The tiny little motor with a belt-drive reduction and 128-volt battery pack plus a four-blade prop should let the Voyager fly for an hour on quiet(er) electric power.

Publisher Roy models the Voyager ElectraChute at AirVenture 2010.

I am not alone in thinking Part 103 ultralight aircraft are the ideal platform for initial development of electric powered aircraft. Sure, someday you'll be able to fly your 2-4 seater for 300-400 miles or more, recharge in the time it takes you to use the facilities, and be on your way again. But today, electric-powered Part 103s are available. *** You can buy the eSpyder for under $30,000 and fly for an hour or more. Accompanying photos show the Voyager ElectraChute from Powrachute, another possibility. Or, how about an electric trike? Longer-trip capability depends on better batteries. And thanks to a multibillion-dollar push from the auto industry, battery tech should develop rapidly. Ready for a short science lesson?*** According to an article in Nature Nanotechnology, researchers at MIT have developed a new method of adding carbon nanotubes to lithium-ion batteries that give the batteries the best characteristics of both capacitors and traditional lithium-ion batteries while simultaneously increasing their energy storage. *** Using layered carbon nanotubes as the positive electrode (the cathode) and a lithium titanium oxide as the negative electrode (the anode), batteries demonstrated an impressive ability to deliver power at the very fast rates of capacitors while being able to store more energy and last much longer than even the best lithium-ion batteries available today. *** Researchers dipped a base material repeatedly into a solution loaded with carbon nanotubes building up layers like a candle. Researchers referred to spraying techniques as a means to achieve mass production. *** All batteries are made up of three components: two electrodes (the negative anode and the positive cathode) separated by an electrolyte. When lithium ion batteries are producing energy, positively charged lithium ions move through the electrolyte and deposit at the cathode, which makes electricity. Alternatively when they are recharged, an external energy source such as your outlet causes these lithium ions to move the back across the electrolyte and embed in the anode.*** Because of the enormous surface area of the carbon nanotubes, the batteries can hold much more charge than traditional cathodes, enabling carbon nanotubes for the first time to serve as the positive electrode in lithium batteries, instead of just the negative electrode. *** At an energy content of about 200 Watt hours per kilogram, these experimental batteries rank way up with the very best lithium ion batteries, yet they also can provide very high short bursts of energy. As an added benefit, the carbon nanotubes seem to provide the batteries with an incredible durability. After 1,000 charge/discharge cycles, researchers saw no appreciable degradation in the battery's function. *** In practical use, this could mean new batteries that can supply ample power, say, for climbing to altitude, and then hold a charge for much longer. Earlier studies have also pointed the way to extremely fast recharging. This is getting interesting!

I am not alone in thinking Part 103 ultralight aircraft are the ideal platform for initial development of electric powered aircraft. Sure, someday you’ll be able to fly your 2-4 seater for 300-400 miles or more, recharge in the time it takes you to use the facilities, and be on your way again. But today, electric-powered Part 103s are available. *** You can buy the eSpyder for under $30,000 and fly for an hour or more. Accompanying photos show the Voyager ElectraChute from Powrachute, another possibility. Or, how about an electric trike? Longer-trip capability depends on better batteries. And thanks to a multibillion-dollar push from the auto industry, battery tech should develop rapidly. Ready for a short science lesson?*** According to an article in Nature Nanotechnology, researchers at MIT have developed a new method of adding carbon nanotubes to lithium-ion batteries that give the batteries the best characteristics of both capacitors and traditional lithium-ion batteries while simultaneously increasing their energy storage.

How to Count Training by a Sport Pilot Instructor

By Dan Johnson || August 18, 2010 Leave a Comment (Edit)

Web impresario, Paul Hamilton, hails from out west where he flies a variety of aircraft. Here Paul demonstrates steep turns.

Here's some good bedtime reading. But it does have all the answers.

Thanks to our new blogger Paul Hamilton for this info. Visit his Be a Sport Pilot website.

A gentleman at Oshkosh asked me a question about Sport Pilot Instructors and I'm afraid I gave a misleading answer. Even though I inhabit the SP/LSA space all day long every day, it isn't hard to get a detail incorrect. My expertise is on the LSA side and less so the SP side, so I called in my expert friend, Paul Hamilton. Paul agreed to blog on this subject area from time to time, and here's his first installment. Welcome, Paul! *** So the question is: Can Sport Pilot training be used for Private Pilot training? The answer: Yes... and no. It depends on the type of flight instructor rating. *** First off, solo time is solo time. So, yes, all solo time for Sport Pilot certificate can be used towards the Private Pilot license. *** Dual training is where it gets tricky. To understand the differences in qualifying Sport and Private Pilot training you have to understand the differences in flight instructor types. A CFI (Subpart H) able to train Private Pilots can also train Sport Pilots and can teach in both LSA and non-LSA. A Flight Instructor with a Sport rating, CFIS (Subpart K), may only teach Sport Pilots and may only teach in Light-Sport Aircraft. *** So yes, if your flight instructor is qualified and current as a Private Pilot Flight Instructor (CFI), then all your dual training time counts towards the Sport and the Private Pilot tickets. *** When you start training — even if you complete your Sport Pilot certificate first — all your dual training with a Subpart H CFI counts towards the Private Pilot license. But no, if your flight instructor has a Flight Instructor with a Sport rating (CFIS from Subpart K), then your dual training does not count towards the dual training for the Private Pilot license *** The good news? Typically, to go from a Sport to a Private Pilot would take an additional 20 hours anyway for the extra night, instrument, VOR navigation, and towered airports dual training. [One thing no one can take away or fail to count is the knowledge you acquired flying a Light-Sport Aircraft, regardless of which instructor you had. —DJ]

A gentleman at Oshkosh asked me a question about Sport Pilot Instructors and I’m afraid I gave a misleading answer. Even though I inhabit the SP/LSA space all day long every day, it isn’t hard to get a detail incorrect. My expertise is on the LSA side and less so the SP side, so I called in my expert friend, Paul Hamilton. Paul agreed to blog on this subject area from time to time, and here’s his first installment. Welcome, Paul! *** So the question is: Can Sport Pilot training be used for Private Pilot training? The answer: Yes… and no. It depends on the type of flight instructor rating. *** First off, solo time is solo time. So, yes, all solo time for Sport Pilot certificate can be used towards the Private Pilot license. *** Dual training is where it gets tricky. To understand the differences in qualifying Sport and Private Pilot training you have to understand the differences in flight instructor types.

Electric Power — Getting Closer to LSA Usage?

By Dan Johnson || August 12, 2010 Leave a Comment (Edit)

Randall Fishman's ElectraFlyer Trike pumped me up. As a trike enthusiast, my real interest is soaring. A lightweight trike with an electric motor offers real advantages (see my earlier SPLOG). I want to climb high enough to find lift, shut off the power, and hop from thermal to thermal. To me, that's pure flying! An electric motor starts up readily if you lose the lift. It doesn't vibrate. It doesn't have smelly fuel or oil. It's quiet, other than a bit of prop noise. But was it powerful enough? With his second project, Randall has again motivated me. The Moni he renamed ElectraFlyer C is a motor glider at heart. Again, an electric powerplant sounds perfect. "You can fly for an hour and a half on less than $1.00 of power"...and that assumes you keep the power on. Randall and I will look each other up in Florida this winter and I'll investigate for a further report. Fishman's project is not the only one. Sonex is also at work on ePower; another soaring enthusiast, Greg Cole, is electric powering his Sparrowhawk SL carbon motorglider; and the builder of the NASA-prize-winning Pipistrel is pursuing a two-seat electric-powered LSA.

Randall Fishman’s ElectraFlyer Trike pumped me up. As a trike enthusiast, my real interest is soaring. A lightweight trike with an electric motor offers real advantages (see my earlier SPLOG). I want to climb high enough to find lift, shut off the power, and hop from thermal to thermal. To me, that’s pure flying! An electric motor starts up readily if you lose the lift. It doesn’t vibrate. It doesn’t have smelly fuel or oil. It’s quiet, other than a bit of prop noise. But was it powerful enough? With his second project, Randall has again motivated me. The Moni he renamed ElectraFlyer C is a motor glider at heart. Again, an electric powerplant sounds perfect. “You can fly for an hour and a half on less than $1.00 of power”…and that assumes you keep the power on. Randall and I will look each other up in Florida this winter and I’ll investigate for a further report.

Sonex Electric Airplane & ElectraFlyer Trike

By Dan Johnson || August 12, 2010 Leave a Comment (Edit)

Except for prop noise ePowered LSA are quiet, making for good neighbor relations. With avgas prices only going higher electrics look better and get dependable, no-hassle starting; just turn the power dial (lower photo). ElectraFlyer also offers a folding propeller for more efficiency.

Green Tech is hot in Silicon Valley. Electric power-augmented and flex-fuel cars are selling well. Why not alternative energy Light-Sport Aircraft? Two companies showed electric airplanes at AirVenture 2007. *** Sonex revealed their own green technologies including a full-electric Waiex with a 200-amp motor that is 90 percent efficient and operates on 270 volts of direct current. The motor was manufactured in-house by Sonex and uses 80 lithium polymer battery packs which the company believes will allow one hour flights. The electric Waiex is part of the Sonex eFlight initiative which also includes ethanol-based fuels in their AeroVee combustion engine. *** In the Part 103 ultralight category, Randall Fishman is already flying his 100% electric-powered ElectraFlyer trike. Electric motors as airplane powerplants carry several advantages, notes Randall: "No engine vibration or maintenance; no carbon buildup, no top or major overhauls, no carb adjustments, no handling smelly gasoline and oil." The batteries alone on the ElectraFlyer trike cost $7,500 for a 1.5 hour duration but the entire trike, wing and all, is about $17,000.

Green Tech is hot in Silicon Valley. Electric power-augmented and flex-fuel cars are selling well. Why not alternative energy Light-Sport Aircraft? Two companies showed electric airplanes at AirVenture 2007. *** Sonex revealed their own green technologies including a full-electric Waiex with a 200-amp motor that is 90 percent efficient and operates on 270 volts of direct current. The motor was manufactured in-house by Sonex and uses 80 lithium polymer battery packs which the company believes will allow one hour flights. The electric Waiex is part of the Sonex eFlight initiative which also includes ethanol-based fuels in their AeroVee combustion engine. *** In the Part 103 ultralight category, Randall Fishman is already flying his 100% electric-powered ElectraFlyer trike. Electric motors as airplane powerplants carry several advantages, notes Randall: “No engine vibration or maintenance; no carbon buildup, no top or major overhauls, no carb adjustments, no handling smelly gasoline and oil.” The batteries alone on the ElectraFlyer trike cost $7,500 for a 1.5 hour duration but the entire trike, wing and all, is about $17,000.

FAA Administrator Congratulates LSA… Again!

By Dan Johnson || August 5, 2010 Leave a Comment (Edit)

At AirVenture 2009, FAA Administrator Randy Babbitt visited the LSA Mall and met leading LSA producer Matthias Betsch of Flight Design GmbH (shaking hands). Flight Design importer Tom Peghiny (center) and other leaders also met the "new boss." Photo courtesy EAA

I'm counting and that's three times in a row that still-relatively-new FAA Administrator Randy Babbitt has maintained his positive view of Light-Sport Aircraft and the industry which produces them. When he was brand new -- just a year ago in Oshkosh -- Babbitt complimented the LSA safety record at AirVenture 2009. He repeated these congratulatory remarks in a public speech at Sun 'n Fun 2010. Now he's tripled down at AirVenture 2010. Here's what other reporters heard him say... *** Aviation Week posted this (slightly edited) report by Fred George, "More than 300 EAA members stuffed the 'Meet the Administrator' forum at Oshkosh on Thursday July 29th, welcoming FAA administrator Randy Babbitt with unusually strong applause. He said he was 'so impressed' with the success of Light Sport Aircraft in the aviation industry, pointing out that... more than 3,500 pilots have earned licenses in LSAs in the past six years. According to Babbitt, the [LSA] safety record is 'marvelous.' He said that the government / industry partnership in developing the LSA standard was a prime reason." *** Mary Grady, writing for our good friends at leading aviation web publisher AvWeb, observed (again, modestly edited), "FAA Administrator Randy Babbitt... took some time to express his satisfaction with the sport pilot / light sport aircraft experiment. Regarding LSAs, he said the safety record is 'marvelous,' and people in the industry 'have done what they said they would do'." *** I love that the top FAA man used the word "marvelous," and this term is consistent with his earlier remarks. Despite the glowing remarks, FAA and the GA industry have their eye on LSA. Perhaps that's because, as FAA has often repeated, if industry consensus standards work for LSA, the method could rise into GA aircraft. Logically, if the LSA "experiment" is deemed a failure, it would not be used for new Cessna and Piper four and six seaters. Hmmm? No wonder those big producers and the agency are watching so closely.

I’m counting and that’s three times in a row that still-relatively-new FAA Administrator Randy Babbitt has maintained his positive view of Light-Sport Aircraft and the industry which produces them. When he was brand new — just a year ago in Oshkosh — Babbitt complimented the LSA safety record at AirVenture 2009. He repeated these congratulatory remarks in a public speech at Sun ‘n Fun 2010. Now he’s tripled down at AirVenture 2010. Here’s what other reporters heard him say… *** Aviation Week posted this (slightly edited) report by Fred George, “More than 300 EAA members stuffed the ‘Meet the Administrator’ forum at Oshkosh on Thursday July 29th, welcoming FAA administrator Randy Babbitt with unusually strong applause. He said he was ‘so impressed’ with the success of Light Sport Aircraft in the aviation industry, pointing out that… more than 3,500 pilots have earned licenses in LSAs in the past six years.

Light-Sport Flying Car Frenzy

By Dan Johnson || July 23, 2010 Leave a Comment (Edit)

Call them "flying cars, flying motorcycles, flying dune buggies," or "roadable aircraft." Regardless of the correct term, a growing wave of these car-to-airplane machines are in various stages of development and most will be at AirVenture 2010. One of the newest entries is a kit with the lowest projected price among the group; all others are fully built and carry larger price tags. Check out the Caravellair, a three-wheel motorcycle adaptation portrayed on their website. They are predicting a kit for $50,000 but they need investment to get to finish development and get to market.

The better funded Terrafugia effort is leading the sector and recently basked in the warmth of media spotlights after winning a weight exemption from FAA. Their PR success may be boosting the fortunes of the others. We've written about two four-wheelers: Transition — which first flew in March 2010 and is presently undergoing further flight and roadway trials — and Maverick — a cool dune buggie-esque configuration that looks like a hoot to drive on the ground; it is reportedly on the verge of winning SLSA approval and is likely to be the first of these projects to win an airworthiness certificate. Both four wheelers will be at Oshkosh and here's the AirVenture opportunities for the three-wheeler projects.

Taking a cue from Boeing, which kept its 747-8 home from the Farnborough show to pursue flight testing, Sampson Motorworks will not show their daring Switchblade as they did the last two years, but developer Sam Bousefield will give a forum on July 27 at 4 PM in Pavilion 08. The company's beautiful website has some great artist concept drawings and gives evidence of their work.

Joe Caravella, a father and son team, will conduct a forum on their project Monday July 26 at 10 AM in the 002 GAMA Pavilion. Afterwards, Oshkosh trekkies can pay a visit to the company's exhibit in space 97. Hope we see you in Wisconsin — come by the LSA Mall and say "Hi!" If you can't make Oshkosh, keep checking here for the latest LSA news.

Call them “flying cars, flying motorcycles, flying dune buggies,” or “roadable aircraft.” Regardless of the correct term, a growing wave of these car-to-airplane machines are in various stages of development and most will be at AirVenture 2010. One of the newest entries is a kit with the lowest projected price among the group; all others are fully built and carry larger price tags. Check out the Caravellair, a three-wheel motorcycle adaptation portrayed on their website. They are predicting a kit for $50,000 but they need investment to get to finish development and get to market. The better funded Terrafugia effort is leading the sector and recently basked in the warmth of media spotlights after winning a weight exemption from FAA. Their PR success may be boosting the fortunes of the others. We’ve written about two four-wheelers: Transition — which first flew in March 2010 and is presently undergoing further flight and roadway trials — and Maverick — a cool dune buggie-esque configuration that looks like a hoot to drive on the ground; it is reportedly on the verge of winning SLSA approval and is likely to be the first of these projects to win an airworthiness certificate.

Tracking What YOU Think About FAA Oversight

By Dan Johnson || July 20, 2010 Leave a Comment (Edit)

If necessary, make your browser window wider to see the entire chart.

Have an idea for a new "Question of the Week"? Send your suggestions to AvWeb's special email.

Over the years, I've increasingly seen AvWeb as one of the leading websites for aviation. I have often expressed appreciation to their staff for their frequent, balanced coverage of Light-Sport aviation. Certainly if you look beyond the big member websites of EAA and AOPA, AvWeb has the biggest influence I can perceive. Recently I made some agreement to present AvWeb items of interest to Light-Sport enthusiasts and here's one of them. *** Each week, AvWeb runs a survey and asks their 255,000 readers to weigh in on the question. Within days, 428 people had spoken their mind, and I found the results intriguing (chart). You can make up your own mind as to their meaning. *** In case the graphic doesn't read well on your screen, here are the response choices AvWeb editors offered: (1) The FAA should butt out and honor the original rulemaking that created Light Sport/Sport Pilot; (2) There are no major safety issues, but the FAA is sending a signal; (3) Increased FAA involvement was inevitable, and we might as well welcome their input and get it over with; (4) Manufacturers have to pull up their socks and ensure all standards are met; (5) LSA standards shouldn't be any less than full certification; and, (6) Other (My opinion doesn't appear as a choice.) *** Those who feel Light-Sport is functioning well using industry consensus standards for certification -- summing answers to points 1 & 2 -- represent 56% of those responding, however, even points 3 & 4 show support for LSA producers. Only 10% thought LSA should meet Part 23 Type Certificate compliance. Apparently the latter group doesn't worry about paying significantly more for an LSA if it means the FAA has given an aircraft the agency's blessing. In common pilot fashion, politically-speaking, a plurality felt the Fed' should simply "butt out" and let things proceed according to the original plan.

Over the years, I’ve increasingly seen AvWeb as one of the leading websites for aviation. I have often expressed appreciation to their staff for their frequent, balanced coverage of Light-Sport aviation. Certainly if you look beyond the big member websites of EAA and AOPA, AvWeb has the biggest influence I can perceive. Recently I made some agreement to present AvWeb items of interest to Light-Sport enthusiasts and here’s one of them. *** Each week, AvWeb runs a survey and asks their 255,000 readers to weigh in on the question. Within days, 428 people had spoken their mind, and I found the results intriguing (chart). You can make up your own mind as to their meaning. *** In case the graphic doesn’t read well on your screen, here are the response choices AvWeb editors offered: (1) The FAA should butt out and honor the original rulemaking that created Light Sport/Sport Pilot; (2) There are no major safety issues, but the FAA is sending a signal; (3) Increased FAA involvement was inevitable, and we might as well welcome their input and get it over with; (4) Manufacturers have to pull up their socks and ensure all standards are met; (5) LSA standards shouldn’t be any less than full certification; and, (6) Other (My opinion doesn’t appear as a choice.) *** Those who feel Light-Sport is functioning well using industry consensus standards for certification — summing answers to points 1 & 2 — represent 56% of those responding, however, even points 3 & 4 show support for LSA producers.

Breezer a Hit with German Prime Minister

By Dan Johnson || July 19, 2010 Leave a Comment (Edit)

photo courtesy Breezer Aircraft

PM Carstensen in the Breezer cockpit. Read my earlier Breezer Pilot Report with newer editions to follow. photo courtesy Breezer Aircraft

Check out that cool runway surface. Is it pavement or is it turf? It's both! photo courtesy Breezer Aircraft

Politicians take actions that are often viewed negatively by small business owners, which term basically defines nearly every LSA producer. But sometimes government leaders do good things; this may be one of those stories. Even while EASA (the European equivalent to FAA) talks about job-killing regulations, perhaps the cottage industry of Light-Sport Aircraft discovered a new friend in high places. *** Breezer Aircraft makes a handsome and impressive all-metal airplane in the north of Germany. The design has been around a decade but new management took over in 2006 and they've been forging ahead. Among other positive developments, Breezer recently moved to a new airfield and they were surprised and pleased when a German state official showed up to helped commemorate the event. "Schleswig Holstein (the northernmost of the 16 states of Germany) Prime Minister Carstensen opened our airfield," boasted Breezer officials. "This is already pretty remarkable. But then PM Carstensen stepped into one of our aircraft and asked for a lift to his next appointment and this was quite astonishing." Can you imagine any American politician doing such a thing? *** "Prime minister Carstensen gave an amazing speech during our Grand Opening," reported the company. He focused on the initiative and the innovation of companies like Breezer that call Schleswig Holstein their home. Right before his talk, a flock of five Breezers arrived in formation from the LSA manufacturer's nearby temporary base at Husum EDXJ. *** Photos show Breezer Aircraft's new new airfield equipped with Terra Grid, grass planted in a pattern of solid material. "It's like an green aircraft carrier," they say. This new field more easily allows Breezer customers to visit by plane. *** Mr. Peter Harry Carstensen is President of the Federal Council (Bundesrat) of the Federal Republic of Germany and he is Prime Minister of the German State of Schleswig-Holstein. The President of the Federal Council ranks No. 2 in protocol after the German Federal President. Hmmm... maybe Mr. Carstensen can help LAMA Europe in its battle with EASA over the burdensome regulations they propose? At least it appears he's a friend of light aircraft.

Global LSA in Paris… Tennessee, That Is

By Dan Johnson || July 19, 2010 Leave a Comment (Edit)

Skykits' handsome facility at the Paris, Tennessee airport.

With short take off aircraft and composite amphibious floats, Skykits is ready to capitalize on the popularity of float flying.

Savannah is a off-airport vehicle. Fixed slats gave way to vortex generators.

Skykits' newest Rampage is shown inside the company showroom.

In the endless tree-covered rolling terrain of northwestern Tennessee resides a Canadian manufacturer of Italian aircraft. Welcome to Skykits, producer of two models of Savannah, a STOL (Short Take Off and Landing) design from ICP of Italy plus a newer variation of ICP's Vimana, which Skykits calls Rampage. *** Starting out in his native Canada, Eric Giles found a willing Tennessee community offering incentives if he set up shop at the local airport. Housed in a new facility (photos), Skykits ranks in the top 20 producers that generate about 90% of all SLSA registered to date. *** After ASTM-certifying four models Skykits offers three today: Savannah VG with vortex generators replacing earlier fixed leading edge slots; Savannah VGW, the VG's larger brother done in wide body form ("47 inches plus bubble doors"); and Rampage with electrically-deployable leading edge slats mated to Fowler flaps. The result of the latter effort, said Skykits, is "an airplane that will cruise at 115 mph yet land and takeoff in under 200 feet!" Indeed the company quotes takeoff over a 50 foot obstacle at just 319 feet. Go ahead and compare that to most LSA, though many can run significantly faster than the 100-knot cruise of Rampage. *** Skykits also sells the Savannah models in ELSA kit form and a carbon and Kevlar amphibious float system. *** An important distinction of Skykits airplanes are modest prices. In ready-to-fly form with 100-hp Rotax 912 engines, three-blade props, and basic panels, prices range from $74,000 to $85,000. No wonder the Paris company logged four sales at Sun 'n Fun 2010. [UPDATE 5/12/10] On a factory visit today, Eric Giles spoke about the excellent support he has received from the town of Paris, Tennessee including the mayor, airport manager, and other officials. His leased 21,000 square foot building is brand-new and a huge parking apron out front were provided as an incentive to encourage him to relocate from Canada. I'm always pleased to hear of such a warm welcome for a LSA company.

Who Loves You? Our Talented Editorial Staff

By Dan Johnson || July 17, 2010 Leave a Comment (Edit)

One thing ByDanJohnson.com can do to introduce more people to aviation is to attempt to distribute news of recreational flying and Light-Sport Aircraft to a wider audience, preferably to a potential community of non-pilots many tens of millions strong. Our goal may sound ambitious but we want to do our part, bringing the message of more affordable aviation to the interested public. *** More than any other, we believe, ByDanJohnson.com concentrates on LSA news, reporting almost daily on this dynamic new sector of aviation. We can more widely circulate this news... to power sports enthusiasts, tech fans, and sportsmen of many stripes. *** In a related, parallel development, more and more folks are getting their news online or via mobile. Major drivers for this shift from print magazines are giant news-gathering websites like Google News. To be considered by this Internet leader a website must be a genuine news organization, not simply a blogspot. OK, fair enough. We decided to work on meeting their requirements; additional professional writers were part of the equation. *** Since the launch of ByDanJohnson.com in 2004, we've gone from an online library of hundreds of pilot reports and thousands of photos to a full-featured website with all sorts of free info resources such as our SLSA List, FIRM List, LSA Videos, PlaneFinder 2.0, and much more. But perhaps more importantly than any other, ByDanJohnson.com offers LSA news, right where you're reading it now. *** We have some big plans for the future as this website grows and matures, and we'll explain more as they emerge. At this time, we'd like to bring your attention to our growing editorial staff, part of meeting the Google News requirements. Perhaps you've noticed the bylines at the beginning of each home page article? With more reporter diversity than ever, we wanted to properly credit those who contribute. *** Please let me introduce you to each of our team members. Click here to read a few words about each person connected with ByDanJohnson.com. I am deeply grateful to have each of these people assisting me as I publish this website. --DJ *** One More Thing... Today, we added more videos to our list, bringing our total to more than half of all SLSA. Check out the newest ones and remember to turn on Alphabetic Listing to more easily pick the videos you want to watch.

LSA Powerplants and Ownership

By Dan Johnson || June 28, 2010 Leave a Comment (Edit)

A Rotax 912S is installed on a popular LSA (cowling removed).

Rotax Aircraft Engines are manufactured in part of this large facility in Austria.

Let's have a little quiz. Ready? Four powerplant brands serve the Light-Sport Aircraft industry (well, not including the engine developed by CubCrafters... that's another story). Click to see them all. Most LSA use either Rotax Aircraft Engines, Continental, Jabiru, or Lycoming, with the popularity of these engines in roughly that order. *** So, here's the quiz: Which one of these engine brands is not majority American owned? Stumped? Most of you probably guessed, "Well, only Continental and Lycoming are U.S.-owed engine companies. Buzz! Wrong. The answer: Only Jabiru remains majority owned by a non-American company. Sold successfully around the world and in the USA through Jabiru USA, this engine manufacturer is owned by Australians. All the others are majority U.S. owned. Yep, even Rotax. (For ease of communication, most people just say "Rotax," but this major company stresses the full name is Bombardier Recreational Products Inc., (BRP) and its affiliated division, BRP-Powertrain manufacturing Rotax Aircraft Engines.) *** At a Sebring meeting of the SLSA Council -- an EAA-assembled group composed of the largest five Light-Sport producers -- Christian Mundigler, Sales Manager Powertrain Division, made a presentation that opened my eyes. Following a Sun 'n Fun 2010 discussion with BRP Director of Communications Roland Larochelle to be sure I had my facts correct, I can confirm BRP is 50% owned by Bain Capital, headquartered in Boston, Massachusetts. Another 35% remains owned by the Canadian Bombardier family, and the last 15% is held by Caisse de depot et placement du Quebec, the largest pension fund in Canada. So, the largest share and the majority is American but Rotax Aircraft Engines are still manufactured in a sprawling plant in Austria (photo). *** Some folks still call Bombardier Inc., the owner/manufacturer of Rotax Aircraft Engines but that's also wrong. In December 2003, the company was reorganized and today Rotax Aircraft Engines is part of BRP-Powertrain. Besides the much beloved LSA powerplants (which hold an estimated 72% U.S. market share) BRP also owns such celebrated brands as Sea-Doo, Ski-Doo/Lynx, Can-Am, and Evinrude/Johnson.

Let’s have a little quiz. Ready? Four powerplant brands serve the Light-Sport Aircraft industry (well, not including the engine developed by CubCrafters… that’s another story). Click to see them all. Most LSA use either Rotax Aircraft Engines, Continental, Jabiru, or Lycoming, with the popularity of these engines in roughly that order. *** So, here’s the quiz: Which one of these engine brands is not majority American owned? Stumped? Most of you probably guessed, “Well, only Continental and Lycoming are U.S.-owed engine companies. Buzz! Wrong. The answer: Only Jabiru remains majority owned by a non-American company. Sold successfully around the world and in the USA through Jabiru USA, this engine manufacturer is owned by Australians. All the others are majority U.S. owned. Yep, even Rotax. (For ease of communication, most people just say “Rotax,” but this major company stresses the full name is Bombardier Recreational Products Inc., (BRP) and its affiliated division, BRP-Powertrain manufacturing Rotax Aircraft Engines.) *** At a Sebring meeting of the SLSA Council — an EAA-assembled group composed of the largest five Light-Sport producers — Christian Mundigler, Sales Manager Powertrain Division, made a presentation that opened my eyes.

“We’ve Got a Plane for That!” …iCub

By Dan Johnson || June 22, 2010 Leave a Comment (Edit)

I've flown Savage and found it fun to fly and livelier than Legend Cub or Sport Cub.

Yes, that's an iPad in the panel and what you can't see is an iPhone in a rear mount. Apple invades the cockpit. The "magical" device is backed up with conventional instruments.

Zlin's iCub/Savage can be "bush-capable" when SportairUSA equips the taildragger with extended gear legs and 26-inch tundra tires.

SportairUSA, run by proprietor Bill Canino, has long been an innovator in the LSA business. His company doesn't build Light-Sport airplanes but Bill has triggered several interesting add-ons: he was one of the first (along with Flight Design USA) to install parachutes on all StingSports; he developed the GreenLine engine monitor system, he offered the Straight & Level button to help those caught unexpectedly in no-visibility conditions; and last year at AirVenture he rolled out the ForeSight enhanced visibility system... and this list is not exhaustive. *** For AirVenture 2010 just six weeks away, he's got a whole new concept. First is iCub. Previously distributed under the model name Savage (still retained for some models), the sorta-Cub-like taildragger manufactured by the Zlin company of Czech Republic will now be distributed by SportairUSA, adding to their low-wing Sting series and their high-wing Sirius , both built by TL Ultralight in Czech. But iCub is more than yet another Cub replica adding to offerings from American Legend and CubCrafters. For one it's powered by Rotax -- the other two prefer the Continental -- and it's shorter coupled. Both differences provide stronger performance. But it's better, much better (well, at least if you're an Apple fan like 100 million other owners of their iPod/iPhone/iPad line). *** The primary instrument in iCub is... an iPad. Yup mounted right in the panel and given an enormous ecosystem of apps -- some of which are for aviators -- iPad can offer tremendous versatility at lower cost than present avionic offerings. A tandem seater like the other two Cub replicas, iCub instrumentation for the rear seat occupant is... an iPhone 4. Both can run the same software and both are devices a huge number of people already know how to use. How cool is that!? Plus, it has on-board wireless for the devices to talk to one another and to another iCub within reception range. *** Price of the iCub is projected to be below $100,000 even with extended gear and 26-inch tundra tires; thousands less than Legend or CubCrafter models. The iCub website just went live and in-person demos are planned for the big summer airshow. Better come check it out.

SportairUSA, run by proprietor Bill Canino, has long been an innovator in the LSA business. His company doesn’t build Light-Sport airplanes but Bill has triggered several interesting add-ons: he was one of the first (along with Flight Design USA) to install parachutes on all StingSports; he developed the GreenLine engine monitor system, he offered the Straight & Level button to help those caught unexpectedly in no-visibility conditions; and last year at AirVenture he rolled out the ForeSight enhanced visibility system… and this list is not exhaustive. *** For AirVenture 2010 just six weeks away, he’s got a whole new concept. First is iCub. Previously distributed under the model name Savage (still retained for some models), the sorta-Cub-like taildragger manufactured by the Zlin company of Czech Republic will now be distributed by SportairUSA, adding to their low-wing Sting series and their high-wing Sirius , both built by TL Ultralight in Czech.