Dan Johnson, Author at ByDanJohnson.com

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.

They’re Home! Twin Solo Round-the-World Flights

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

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. After crossing the States, Bovier and Agullo made a series of very long flights to cross the Pacific on June 3. The pair wrote, "[We flew over] 15,877 kilometers (about 10,000 miles) of water... in 76 hours." The arduous passage across the planet's largest ocean brought several interesting experiences, including landing on an atoll on the Pacific Marshall Island of Majuro. *** The ocean crossings were noteworthy but obtaining permission to overfly some middle eastern countries brought difficulties of another sort. Fortunately Bovier and Agullo are airline pilots and had familiarity in dealing with aviation authorities in many countries. They also were supported by teams at home that helped with permits and logistical efforts, as well as weather reports. *** "The story of these two pilots as reported in their log is a fascinating read," reported Flight Design USA president Tom Peghiny. The Swiss pilots kept their many followers regularly updated with an online "logbook" that most pilots will enjoy reading. All photos courtesy Azimut 270

Terrafugia Granted a Weight Exemption!

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

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. *** "We had been targeting a useful of 430 pounds for a 100-hp engine (the minimum under ASTM standards)," explained Dietrich. "Now, we can increase that. We are reviewing right how to produce appropriate expectations. We need some of the extra weight for required features to operate on the road but some of the exemption weight increase will allow us to offer more payload to customers." *** It can be challenging to stay within LSA weight limits. Several leading Light-Sport producers have shaved ounces wherever they could and still only offer modest useful loads. "Without the exemption, we would have been forced to use very expensive components to keep within LSA weight parameters," Dietrich clarified. "Now we can use more reasonably-priced components. That's important as we know the market demands an affordable price for any product." The CEO spoke for his whole Terrafugia team and added, "We were really encouraged to see the support we got from AOPA, EAA, LAMA, Women in Aviation and others." All photos courtesy Terrafugia

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

By Dan Johnson || June 16, 2010 5 Comments (Edit)

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. Weather needs to be nearly perfect. Some folks have been discouraged, especially if they travel a long ways only to be frustrated by Mother Nature. Easy Flight has the answer: Immersion Training. The Greenville, Illinois company announced June, August, and October sessions of its concentrated 12-Day Sport Pilot training camp. Beisswenger created the multi-day sport pilot training course in 2007. The key has been bringing in certificated flight instructors to provide a one-to-one student-to-flight instructor ratio. And a modular lesson plan allows flexibility in the daily schedule. "That means when it's time to fly, everybody flies," explained Roy! Everything needed to become a sport pilot in 12 days is provided including accommodations at a local motel, all part of a package deal. To learn more, call 618-664-9706, or email Roy.

Learn Airplanes and Engines at Jabiru’s Jamboree

By Dan Johnson || June 10, 2010 Leave a Comment (Edit)

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? You can join them! Call 800-Jabiru1 for info. *** Some folks have seen that plenty of Rotax seminars are offered in addition to video lectures but they've seen less of such offerings for Jabiru... the second most common brand on Light-Sport Aircraft. The truth is, the easygoing folks at Jabiru USA regularly hold full engine seminars. The upcoming editions of these training sessions occurs over September 10-12 and again over November 19-21, 2010. If you are an aviation mechanic, you can increase your business by getting trained on these powerplants. A pilot who wishes to do his or her own maintenance (when permitted by FAA regs) or any pilot who simply want to better understand these popular engines from Australia is encouraged take the course. Info is available from the number above or by emailing Jabiru or at this website.

Second Chantz… for the Second Time

By Dan Johnson || June 8, 2010 13 Comments (Edit)

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. Now, 15 years later... he's back! I announced this in an earlier post, and in the meantime, John has worked on reviving his former business. While BRS does fine at supplying larger producers, that company's diversification into other product lines has left small producers or kit builders with no where to turn if they wanted an airframe parachute. *** Second Chantz has their website up and running now and a quick visit shows they have products for lighter aircraft now and for somewhat larger aircraft in planning. Plus the prices are great, much lower than what producers pay for systems installed on Light-Sport models (though admittedly, those systems are larger and ASTM certified, and therefore costlier). *** Second Chantz is also reviving their work on a non-pyrotechnic rocket. Their compressed nitrogen system has more potential than ever, said John, because technology has improved since he left the business 15 years ago. *** But some of the best news is that Dunham is willing to service units left abandoned by the bigger producers. So, if you have a Second Chantz system, or certain older BRS systems, or if you just want a parachute for your light aircraft, contact John and see what he can do for you. Doing so could save your life one day!

Government and LSA — U.S. and Abroad

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

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. It's often hard to give up control (right, parents?). *** Across the Atlantic in Europe, EASA is proposing a "top-down approach" (EASA's term), meaning you take all the regulation of, say, airliners and whittle away things you don't need. That leaves a lot of unneeded regulation. Contrarily, in the U.S., FAA used -- again, according to EASA -- a "bottom-up approach" where you sweep away all regs and start from scratch, theoretically just with the ones you need. Consequently, EASA is proposing a much heavier hand, requiring LSA producers to gain Design Organization Approval (DOA) and Production Organization Approval (POA) in addition to some type of Type Certificate. And since EASA must pay for itself through "Fees and Charges," a small manufacturer's costs may rise dramatically... by many tens of thousands of euros, every year!, to maintain manufacturing approval. Enacted as proposed, many experts believe the costs could gut the LSA industry in Europe. *** Despite all the challenges, the promise remains for a worldwide unified set of relatively simple standards. FAA continues to work in harmony with industry. And LAMA-Europe was formed to confront EASA's burdensome proposals. LSA remain the lowest-cost fully-built aircraft you can buy. These advantages will overcome the dark clouds, I'm confident.

New SeaRey Factory at “Seaplane City” Tavares, FL

By Dan Johnson || June 4, 2010 4 Comments (Edit)

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. *** Recently this company moved from its longtime location to a new facility. The old quarters were not on an airport or near the water. For a kit producer that was fine, but as Progressive Aerodyne heads toward fully-built production, it's far better to have a place you can fly the airplane that just rolled out of your factory. *** Several SeaRey customers helped buy the building, then physically aided the relocation effort to Tavares, Florida, a town about 45 minutes north and west of Orlando in what is often called the "lakes district" The reference becomes obvious when you look at a map of central Florida; ideal for a seaplane producer. SeaRey marketing chief Darrell Lynds reported, "Tavares has aspired to become the largest seaplane base on the East Coast. The town just completed a $7 million seaplane base, marina, and park. It will also feature premium auto gas and 100LL fuel stations. We approached them a year and a half ago about who we are and what we do. Right on the spot, the city leaders piled us into cars and drove us to this new building on State Route 19. We were stunned. The layout of the building, access to the shoreline, and distance from all other dwellings made it perfect for a SeaRey factory."

SeaMax Illustrates a Point About Niche LSA

By Dan Johnson || May 30, 2010 Leave a Comment (Edit)

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). (2) I see room for a significant number of specialty producers who fill niches of interest to various pilot groups. Seaplanes, gliders or motorgliders, gyros, powered parachutes, and trike producers are examples of what I'd call "alternative aircraft." Some aviators love these segments and will support producers of quality aircraft. (3) My best guess is that it's a group in the middle that will quietly disappear, the "me-too" aircraft that don't offer something different and cannot compete with the big boys. *** Companies focusing on seaplanes or floatplanes include SeaMax, Sea Rey, FPNA, and, when certified, Icon. My guess is they will prosper so long as a reasonable number of customers continue to enjoy their designs. Yes, some other companies offer floats on their land planes, but the seaplane market is not their primary focus. *** Florida-based SeaMax USA recently made deliveries of a couple more airplanes and the photos show the appeal. Really now... wouldn't you love to live in that big house with water toys including the SeaMax right out front? I know I would!

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

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

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. *** I believe the industry is addressing the last issues, but the rest are far beyond the control of producers, even as a group. Nonetheless 2010 offers a couple surprises and some familiar results. Following is a brief recap to accompany our standard chart, which shows market rank expressed as total fleet size since the first registrations in 2005. *** The top surprises are a strong performance by CubCrafters, which registered 17 aircraft in the first third of 2010 (January through April) moving up to the #4 position, and the arrival of Paradise in the Top 20 Ranking. For 2010 FAA registrations, the SportCub builder was trailed by Flight Design at 9; Tecnam at 8; CSA (PiperSport) with 7; Cessna 6; American Legend, Arion (Lightning), and Paradise at 3 each; and TL (Sportair USA), Aeropro (Aerotrek), and FPNA at 2 each. *** However, some familiar Top 10 brands are eerily quiet: Remos, Jabiru, Evektor, and AMD. One possible bright spot: the euro's sharp decline against the dollar may reduce the retail price of European imports. Another: Sun 'n Fun sales success may be the beginning of a new phase.

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

By Dan Johnson || May 16, 2010 Leave a Comment (Edit)

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. *** The aircraft were specially fitted with fuel tanks designed to occupy space already first envisioned for a human. CTLS normally has 35 gallons of fuel; the Swiss pair have 120 gallons, a total of 720 pounds of fuel. At economical power settings, this equates to nearly 30 hours of continuous operation, permitting non-stop flight legs of more than 2,500 nautical miles. The additional tank accounts for 510 pounds... and that's before survival gear needed in the event of an ocean landing. Also notice the limited space left for the pilot, who will spend more than 200 hours in the Pilot in Command seat... solo. Each has a wing man and that's surely comforting if something goes wrong, but each pilot must also do all the flying, thus, this Azimut 270 undertaking represents genuine twin around-the-world flights.

Judging Winners Sun ‘n Fun 2010

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

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. *** Other LSA winners included "Best Commercial" -- Gobosh 700; "Special Award for Innovation" -- Powrachute AirWolf; and, "Outstanding New Design" -- Evolution Revo. *** Rainbow Aviation imports the 3Xtrim Navigator 600 and won a Special Award for Safety Practices in Light Sport Aircraft. Importer Waldemar Wrona said, "Many visitors were impressed with detailing inside and out on the Navigator 600." He thinks that after a few years of LSA, customers are more educated and looking for quality, safety, and durability. "Our plane can deliver." *** Lightweight trike maker, Mike Theeke of Tennessee walked away with two awards: "Best Commercial Ultralight" and "Best Type - Trike Ultralight." *** Congratulations to all winners. Click for a list. *** Piper Aircraft won an award for their handsome overall display, which prominently featured their PiperSport LSA. *** Winning is not a popularity contest. These judges practically use a microscope; even scratches on a bolt head will cost points. Any individual or company passing these judging standards has done something significant. In fact, the hours it takes to win usually explains why owner/builders beat professional factory technicians. A factory cannot usually put the time in to make a winner meaning LSA producers capturing awards are doing something right.

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!!

By Dan Johnson || May 3, 2010 Leave a Comment (Edit)

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. *** The Swiss pair have four worthy goals: * Pay a tribute to the pioneers and commemorate the 100th anniversary of Swiss aviation; * Promote a more ecological and economical general aviation in order to reduce its environmental impact in the future; * Inspire young people thinking of starting in aviation or making a career out of it; * Make a dream come true and encourage other people to act and fulfill their own dreams. *** "U.S. stops are planned for Miami, Dallas, Las Vegas, Nevada and Monterey, California," reported John Gilmore, National Sales Manager for Flight Design USA. "[We are] arranging for Yannick and Francisco to meet American CT owners plus interested media. We believe this immense undertaking shows very well how effective the CTLS can be at flying long distances. I guess...! -- 27,500 miles, 18 countries, five continents, and two oceans.

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

By Dan Johnson || May 2, 2010 Leave a Comment (Edit)

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. Pair all these upgrades to the decked-out equipment list supplied by Sportair USA and S4 should continue the design's winning ways.

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.

Flying the Van’s Aircraft RV-12

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

RV-12 rear quarter

Checking out in the RV-12 with 11,000-hour RV instructor Mike Seager (15,000 hours total time) was a professionally-handled experience.

After mounting the wing from the front, you can simply step onto the floor of the RV-12.

While lots of attention was paid to the PiperSport at Sun 'n Fun 2010, and while Cessna's Skycatcher remains the dominant collector of order deposits, another legacy producer that has entered the LSA sector is Van's Aircraft. *** By most reckoning, Van's can lay claim to being the largest kit aircraft company in the world. Their LSA-sized RV-12 represents another indication that major manufacturers see merit in Light-Sport Aircraft. I finally got a flight in this new model; my full report will appear in a future issue of Plane & Pilot magazine but here are some sample bits. *** Most simply put, RV-12 is a Van's. My experience in a RV-4 and -9 -- plus affirmative comments from folks with much more RV experience -- confirms the same great qualities found throughout the Van's lineup. These shared characteristics include light responsive controls with ailerons truly pleasant. Many GA drivers will sense the RV-12 to be notably lighter handling than their experience, however, they'll get used to it quickly. *** Though it may not look as sleek as the shapely carbon fiber LSA, RV-12 proves its cleanliness by quickly accelerating as you lower the nose, and, on approach at 65 knots, the -12 retains plenty of float. *** Stalls were very slow, in the high-30-knot range and stall behavior -- power off or with full throttle -- was excellent, a clean break but no tendency to drop a wing. *** Pricing the RV-12 kit components offers us a clue about general cost-of-production for any fully-built LSA. The -12 airframe kit with interior is a relative bargain, roughly $23,000. The powerplant kit represents a larger share at $27,000. Van's avionics kit boosts the total another $13,000 before extras like a second Dynon screen ($2,350) or an autopilot ($2,000). Thus, with kit shipping, paint, and finished interior, I estimate you'll reach approximately $70,000. Assuming about 500 hours* of experienced, professional building labor in a facility with tools valued at only $30 per hour, a finished RV-12 is worth something like $85,000, a figure covering only modest profit and marketing. Perhaps this helps put general LSA prices in better perspective. *Van's estimates the build time for an "average builder" to be 700-900 hours to a paint-ready stage.

While lots of attention was paid to the PiperSport at Sun ‘n Fun 2010, and while Cessna’s Skycatcher remains the dominant collector of order deposits, another legacy producer that has entered the LSA sector is Van’s Aircraft. *** By most reckoning, Van’s can lay claim to being the largest kit aircraft company in the world. Their LSA-sized RV-12 represents another indication that major manufacturers see merit in Light-Sport Aircraft. I finally got a flight in this new model; my full report will appear in a future issue of Plane & Pilot magazine but here are some sample bits. *** Most simply put, RV-12 is a Van’s. My experience in a RV-4 and -9 — plus affirmative comments from folks with much more RV experience — confirms the same great qualities found throughout the Van’s lineup. These shared characteristics include light responsive controls with ailerons truly pleasant.