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
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.
Breezer a Hit with German Prime Minister
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.
Global LSA in Paris… Tennessee, That Is
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.
Who Loves You? Our Talented Editorial Staff
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.
LSA Powerplants and Ownership
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.
“We’ve Got a Plane for That!” …iCub
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.
They’re Home! Twin Solo Round-the-World Flights
For flight days of 17-hour legs, early starts are required.
After crossing thousands of ocean miles, the atoll of Majuro with its airport surrounded by water was a welcome sight. Majuro is capital of the Marshall Islands.
Some of the flight was done in near formation proximity. It's nice to have a "wing man."
Yet another arrival after dark, a product of very long flying days, but the boys maintain their smiles.
Escorted by a trio of helicopters to waiting crowds waving national flags, the Swiss pair return home after 51 days.
Two Swiss pilots embarked on a round-the-world flight on April 30 and 51 days later they are back home in Switzerland. Yannick Bovier, 37, and Francisco Agullo, 41, created an expedition they call “Azimut 270” to celebrate 100 years of aviation in Switzerland, a country known for its natural beauty and for being bankers to the world. *** The dynamic duo returned safely on Saturday, June 19 after crossing two oceans, confronting suspicious government officials for country overflight permission, paying high landing and permit fees, battling fatigue and loneliness, performing routine maintenance that comes with so many hours logged, plus having to watch what foods they consumed during flight legs that several times started before dawn and ended after dark. (On-board bathrooms have yet to be installed in the first Light-Sport Aircraft making such biological necessities a real challenge). *** Starting on the last day of April, the duo leaped the Atlantic to Brazil by May 8 and then crossed the Caribbean to Miami, Florida, USA by May 13.
Terrafugia Granted a Weight Exemption!
Flying Higher -- Terrafugia petitioned FAA for more weight and got an exemption.
Transition first took to the air on March 5th, 2009.
Transition must meet not only ASTM standards for Light-Sport Aircraft but also FMVSS requirements to drive legally on roadways.
Terrafugia's team is proud to win the exemption; now they can pursue development vigorously.
Many said it would never happen. And certainly, it took time. But Terrafugia’s team of engineers and visionaries succeeded in getting a weight increase exemption for their Transition roadable aircraft. LSA land planes are limited to 1,320 pounds (600 kg) by FAA regulations. Seaplanes are allowed another 110 pounds (50 kg) for the float gear or amphibious hull. *** On May 27, 2010, FAA granted Terrafugia the same parameters as seaplanes primarily as the Transition must also meet federal highway standards (wipers, rear-view mirrors, impact capability, and much more). The Terrafugia team was ecstatic. “We were extremely pleased that FAA recognized the potential safety benefits of bringing a product like Transition to the market and incorporating the features needed to operate on the road with the Federal Motor Vehicle Safety Standards,” said CEO Carl Dietrich. *** In the official exemption document, FAA Small Aircraft Directorate Manager Kim Smith wrote, “The Transition roadable aircraft is unique and must simultaneously meet both sets of standards for ASTM and FMVSS.” The agency specified this exemption is only available for the Terrafugia Transition.
Predator Powered Parachute… & Immersion Training
One of the best views in aviation is from a powered parachute. You fly leisurely (about 35 mph) and can see everything. Photos courtesy SkyTrails LSA
Patriotic colors stand out over green fields.
A highly visible Predator. As a courtesy for current Predator owners, SkyTrails LSA retained the existing phone number from Hughes Aero: 979-282-2005.
Easy Flight's "Immersion" course takes novices to their Sport Pilot certificate in one intense 12-day session. Photo courtesy Easy Flight
Another one managed to slip by my radar. I follow LSA closer than most yet I can barely keep track of all the approvals. No wonder I frequently get calls asking me to unravel the puzzle of LSA makes and models. *** Better late than never, welcome the Predator powered parachute to our SLSA List of 108 models from 72 still-active companies (at least five have left the business). Scott Hughes is the original designer & creator of the Predator. *** New CEO Fredrick Scheffel wrote, “On April 22, 2009, SkyTrails LSA (Predator Powered Parachute LLC) purchased the rights to manufacture the Predator along with the tooling & inventory from Hughes Aero.” SkyTrails LSA moved into the hangar facilities where Hughes Aero had been building the Predator for the past four years. Scheffel further noted, “SkyTrails Ranch, Inc., is a long standing name in powered parachute training, sales, and service that [has now] expanded into powered parachute manufacturing.” *** National powered parachute expert, Roy Beisswenger confirmed the Predator as a Special LSA, “SkyTrails LSA is manufacturing ELSA & SLSA aircraft at the airport in Wharton, Texas.” *** Learning to fly a powered parachute can be challenging.
Learn Airplanes and Engines at Jabiru’s Jamboree
Factory Tour -- For their open house and seminar, Jabiru will pull airplanes out of their large hangars. Arion Lightning LSA are built in this hangar.
Jabiru USA's J170 (top) and J230 hold the #7 market share rank with nearly 100 units flying as SLSA.
Some owners have installed deluxe interiors as on this western J230.
Just like Rotax, Jabiru USA does regular engine seminars. Get more info.
I am not aware of any other airplane company on Earth that builds both airframes and powerplants. Jabiru does. The Australian company has been doing this for years and has supplied approximately 2,000 airframes and more than 6,000 engines to the light aircraft market, according to Jabiru USA boss, Pete Krotje. That’s cool, but if you want to learn more about each, where do you go? One place — this coming weekend — is the Jabiru Jamboree. *** On Friday June 11, 2010, open house and factory tours start at 1 PM with an engine maintenance session at 3 PM followed by a cook-out at 5 PM. On Saturday, the day is full of seminars on Jabiru engines and airframes in the morning with avionics, firewall-forward issues (wiring, cooling), and engine tuning in the afternoon. On Sunday, Jabiru plans, “Wheels up for a Jabiru Adventure to Patti’s 1880’s Settlement at Grand Rivers, Kentucky.” Sound like fun?
Second Chantz… for the Second Time
Cool Gas! -- The world's only producer of non-pyrotechnic rocket motors for airframe parachute systems has returned.
Welcome back Second Chantz, taking its own advice for a second chance.
One of the original experts on airframe parachutes, John Dunham said he's happy to be back in the business he knows well.
On ultralight aircraft, the installation of an airframe parachute was estimated at a third to half of all aircraft. In general aviation, the use of such a system on the Cirrus Design line of aircraft created thousands of airframe parachute owners. In Light-Sport, three producers — BRS, Magnum (Stratos 07), and Galaxy — have installed airframe parachutes on a solid percentage of SLSA. Sounds like it’s all taken care of, right? Wrong! *** The trouble with existing producers is that little or no new development work is being done for Part 103 ultralights, powered parachutes, or trikes. Likewise many kit-built aircraft have no supplier willing to customize an airframe parachute for their (possibly one-off) airplane. Now, that’s changing. *** An old friend, John Dunham, once ran Second Chantz, the other airframe parachute company in the USA (besides BRS). In the mid-’90s, he made a deal with BRS and left the business.
Government and LSA — U.S. and Abroad
Report Issued -- After months of assessing LSA providers and poring over the results of 30 on-site surveys, FAA issued its report. See the Executive Summary.
Teams from FAA visited 30 LSA businesses from September 2008 to March 2009.
EASA is approximately the European equivalent of FAA. It is required to fund itself through "Fees and Charges" paid by producers.
LAMA-Europe was formed to cope with burdensome regulations EASA proposes.
Recent government actions cast a shadow over the freedom enjoyed by the LSA community. When issuing the new rule in 2004, FAA relinquished direct involvement with aircraft certification in an admirable display of innovative experimentation. The new approach depends on industry consensus standards, often referred to as “ASTM standards,” to certify an aircraft. *** In May this year, FAA issued its Manufacturers Assessment report following the agency’s visit to 30 manufacturers or their U.S. importers (mostly the latter). The report is “tough love” in that it shows many ways the industry must improve… with an implied “or else” lurking in the margins. Top FAA and NTSB officials have publicly and repeatedly said they are generally satisfied with the safety record of this five-year-old industry. But many in FAA are accustomed to government having a significant oversight role in the manufacture of aircraft and that was upended with the LSA movement.
New SeaRey Factory at “Seaplane City” Tavares, FL
New Factory -- If you're in the neighborhood or simply enjoy a good time, you can attend the SeaRey Open House on Saturday, June 26, 2010 starting at 9:30 AM. They say, "Fly in, drive in, or boat in... it's all good!" RSVP to factory@searey.com or call 352-253-0108.
Not only does SeaRey have a showroom at their new headquarters, they have hangar space and a builders area for customers.
Progressive Aerodyne was aided by "dozens" of owners as they moved lock, stock, and barrel to their new factory. They were up and running in eight days!
As the SLSA SeaRey works toward certification, a folding wing became part of the attraction.
Recently, I blogged about a Tennessee town that welcomed Skykits from Canada, providing a brand-new facility for them to use. A town in Florida also saw the potential of a light aircraft manufacturer and had a new building with lake access available. *** Arguably the most successful light aircraft seaplane producer is Progressive Aerodyne and their SeaRey amphibian. How successful? In January, they delivered SeaRey kit #500 to its owner in Belgium. That impressive number doesn’t tell the whole story, which centers around the tight community of SeaRey builders who often help each other and not solely with builder questions. In my years in aviation, I’ve never seen a closer group but then, as a fellow seaplane lover, that doesn’t surprise me; seaplane aviators share a common bond. Now, the SeaRey team is working hard to finish their SLSA version, giving enthusiasts a chance to buy a ready-to-fly SeaRey or a kit.
SeaMax Illustrates a Point About Niche LSA
You don't often see a seaplane (observe the wing float or sponson) alongside a snow-capped mountain.
If you live on the water, your own seaplane can add a lot to your enjoyment.
People who live in big houses... can probably afford all the right playthings (lucky them!).
Carlos Bessa, the importer for AirMax of Brazil, wrote, "This SeaMax is painted in MASCAR or F-1 colors. I personally don't like it, but the paint job is a 10!"
One of the oft-repeated questions about this new thing called Light-Sport Aircraft is: “When will the shakeout occur? When will some of these 75 companies [who certified a SLSA] disappear… and which ones will fail?” *** First, my ability to see the future is no better than anyone else. We’ve lost a few suppliers (Taylorcraft, Urban Air, Spain’s CAG, Higher Class). But as a longtime observer of many sport aviation segments, here’s my view: (1) The current market leaders — the top dozen or so — will likely remain as they’ve already proven themselves. Remember, many overseas brands have world markets so they don’t rely 100% on U.S. sales. And should they fail, it will most likely be due to business practices, not their aircraft design. A few newcomers will enter the top ranks, including such legacy brands as Cessna (which has presently delivered so few Skycatchers that the giant manufacturer is not yet in the Top 20).
First Third of 2010 Even Slower than 2009
Cub replicas from two U.S. producers -- CubCrafters and American Legend -- represented one third of all SLSA registered in 2010, even higher than their common 20% share. As always, hearty thanks to Jan Fridrich for his hard work to gather all this information.
Sun ‘n Fun was a bright spot for the light aircraft industry as more than 20 sales appeared likely or were consummated. Yet anecdotal reports about generally sluggish sales were confirmed in a recent review. At least until Sun ‘n Fun, Light-Sport Aircraft FAA registrations show 2010 was even slower than a tough 2009. Last year, the industry registered 234 airplanes (plus weight-shift and powered parachutes yielding approximately 275 total LSA of all types). That’s more than 20 airplanes a month, yet 2010 appears to have slowed to around 15 per month. Those figures compare with about 45 per month back in 2006 and 2007. *** Why? No one has a crystal ball, but common suspects are: * an oscillating stock market causing hesitation among would-be buyers; * government budget problems, both in Europe and in the U.S.; * a still-stagnant housing market; and, * a widely-held feeling that LSA are still proving themselves, both for the certification method and many unfamiliar brands especially when the latter affects perceptions of customer service.
Twin Solo Round-the-World Flights Land in Miami
Looking like a bulky right seat occupant, this view shows the long-range fuel tank and survival gear filling the available space.
As a changing map on the fuselage of the CTLS shows, the Swiss duo have now crossed the Atlantic and the Caribbean; dots show the path ahead. Keep up with the pair as they continue.
Azimut 270 round-the-world pilots arriving in Miami were greeted by media and fellow LSA enthusiasts. Read their logbook account of the adventure.
Miami Flight Design dealer, Premiere 1 Aviation, hosted an arrival event for Yannick and Francisco. The pair -- with their sponsor Breitling hats on -- pose by their twin aircraft with the Premiere 1 staffers and John Hurst from Sebring Aircraft.
As they connect the dots of their plan to circumnavigate the world in celebration of 100 years of aviation in Switzerland, Yannick Bovier and Francisco Agullo have now spanned one immense body of water. The pair of twin Flight Design CTLS “Ecolight” aircraft cleared a big hurdle with the jump across the Atlantic from Africa to Brazil (map photo). Bigger bodies of water await the dynamic duo, two young European airline pilots. But before setting out across the Pacific, they will cruise across the USA to receptions like that which greeted the pair in Maimi. *** Flight Design USA’s John Gilmore says, “These kind of very long distance flight show pilots that Light-Sport Aircraft like CTLS can fly long distances reliably and efficiently.” All round-the-world flights so far in LSA have used the Rotax 912; this engine recently increased its Time Between Overhaul (TBO) to 2,000 hours, a comparable value to long-proven engines like Continental and Lycoming.
Judging Winners Sun ‘n Fun 2010
I once followed judging at shows like AirVenture and Sun ‘n Fun. In fact, an aircraft I helped inspire — a modernized primary glider called the SuperFloater — won Outstanding New Design at Sun ‘n Fun 1995. Judges closely examined homebuilts, kit or restored vintage airplanes, and warbirds. If they included factory built aircraft, I was not aware of it. *** So, this year I admitted surprise after learning factory-built Light-Sport Aircraft won awards. *** To honor the hundreds or thousands of hours people put into their winners, I want to highlight some LSA and ultralights that judges liked. The Grand Champion LSA was Wayne Spring’s 2010 Predator powered parachute; Reserve Grand Champ was James Jonannes’ 2009 Arion Lightning LS-1; Grand Champion Ultralight was James Wiebe’s 2010 Belite Superlite; and, Reserve Grand Champ was Danny Dezauche’s 2010 CGS Hawk Ultra.
CT Circles the Planet… Again!… in Pairs!!
Proposed flight path from east to west around the globe. Check out the global flight project, called Azimut 270, on a map of the planned flight or follow their progress enroute, including 130 hours over water. Map courtesy Azimut 270
Yannick Bovier and his "Dreamcatcher." Photo courtesy Azimut 270
Francisco Agullo and his "Celine." Photo courtesy Azimut 270
Talk about your crowded cockpit. The CTLS right seat is used to capacity for extra fuel (120 gallons total onboard) plus over-water survival gear and more. Photo courtesy Azimut 270
Way back near the dawn of Light-Sport Aircraft… in 2007, two Indian military pilots flew a CT around the world to commemorate the 75th anniversary of the Indian Air Force. (CT later became one of the first LSA used in an Indian flight school.) *** On April 30th, two Swiss airline pilots took off on another round the globe flight to honor the 100th anniversary of the first flight in their country back in 1910. But this is a different effort than the 2007 Indian circumnavigation. The Swiss pilots — Yannick Bovier, 37, and Francisco Agullo, 41 — are using Flight Design’s newest model, the CTLS… and they’re using two of them! Yep, each qualified pilot will fly his own CTLS, and to keep things straight, they’ve named their aircraft Celine and Dreamcatcher. They’ll emulate South Africans Mike Blythe and James Pitman’s globe-girdling flight by going east-to-west.
TL Ultralight Debuts Evolved Sting S4
Carbon Beauty -- TL Ultralight works in mostly carbon fiber and clearly has the technology down beautifully. The company has progressed a long way from its tube and fabric days. More than 350 Sting models have been delivered worldwide. Top and left photo by Jan Fridrich
Not a company to rest on their laurels, TL Ultralight — represented in America since the beginning of LSA by Sportair USA — debuted their Sting S4 at the German Aero show in April. Besides developing an all-new high-wing design (the TL-3000 Sirius …photo inset) — the S4 is the newest generation of the Czech company’s popular low wing, all-carbon-fiber Sting. Sting was the #5 SLSA ever certified and it has developed a solid U.S. following. *** TL designers know how to mold smooth lines into their designs, but they have also been dedicating hours of work to further refine one of the more evolved LSA on the market. Here’s a short list of the new developments for the Sting S4: * A stiffer-framed, better-sealed canopy improves ventilation with a vent port built right in the canopy frame; * A new instrument panel better accommodates large screen systems like Dynon’s SkyView (lower photo); * The top of the instrument panel now provides a couple handholds to assist entry/exit plus a central cavity that can hold a few small items; * Adjustable rudder pedals range 10 inches via an easy control between your lower legs (see in lower left photo in front of joystick); * Baggage capacity has been increased to 55 pounds, the compartment has been upholstered, and has a cargo net; * The entire tri-gear has been completely redesigned to provide better shock absorption and ground handling; * A new engine cowling improves cooling; * the vertical tail has been enlarged to improve stability; and, * Manual flaps have given way to easy-to-use electric flaps with the controller placed in a slightly enlarged center console.
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