Dan Johnson, Author at ByDanJohnson.com

Rotax Lifts Time Between Overhaul to 2,000 Hours

By Dan Johnson || December 17, 2009 Leave a Comment (Edit)

The Rotax 912 got off to rough start with the Diamond Katana. Mechanics were not adequately prepared so correct, proper maintenance was not always performed, for a time tarnishing the brand. Now, companies like Aero Technical Institute have trained many mechanics and maintenance is far better, burnishing the brand's reputation.

No one doubts the leading position of Rotax engines among Light-Sport Aircraft. Of course, most European producers use the Austrian brand, but so do many U.S. builders even including Van's Aircraft. However, despite their dominance, some GA pilots have scoffed at the brand, saying it isn't a "real" aircraft engine partly as it didn't match the 2,000-hour TBO (Time Between Overhaul) common to American brands like Continental or Lycoming. Well, that argument has evaporated. *** Rotax not only upped the TBO on its flagship four-stroke 912 engine, they even made it retroactive. Those following an optional Service Bulletin issued on December 14th can increase the life of the 912 they already own by performing what is essentially a detailed inspection; some older models may require some updates. (Click here for details.) The change applies to the 80-horsepower model, to the the popular 100-horsepower version and to the turbo-charged 914 model as well. *** As the company gained more and more field experience with their engine, they have gradually increased the TBO. Given the considerable cost of overhauling, a TBO increase represents a gain in value for all owners. In fact, used airplane prices depend as heavily on remaining time before overhaul; the longer the time remaining, the more value in the airplane (all other things being equal). *** Finally, as the long-term supply of 100LL fuel falls increasingly in doubt, the company notes, "The Rotax is designed to burn Premium 91 octane auto fuel with ethanol."

EAA Sport Pilot Merges into Sport Aviation

By Dan Johnson || December 10, 2009 Leave a Comment (Edit)

As EAA published the last issue of Sport Pilot -- earlier iterations were called Ultralight, Experimenter and Light Plane World -- editor Mary Jones (left) earns our kudos for a job well done. She is pictured at AirVenture 2009 with Sue Gardner, the FAA person perhaps most responsible for the Sport Pilot/Light-Sport Aircraft program.

Before you clicked to ByDanJohnson.com, you may have been reading EAA's Sport Pilot magazine. If your copy was the December 2009 issue, it the final edition of the magazine that started with the Sport Pilot movement. *** EAA surveyed to ask what members wanted from their publications. The organization dutifully recorded all responses and chose to make a dramatic decision. They elected to stop Sport Pilot and merge the LSA title's most popular content into their flagship rag. *** At the same time, EAA started "Light Plane World," an eNewsletter (also online) with info about ultralights and LSA. Edited by longtime Part 103 enthusiast Dan Grunloh, LPW is intended to provide more detailed info on ultralights and light planes than space will permit in Sport Aviation. You can sign up here to get LPW... or any other EAA eNewletter. *** As this chapter closes for EAA, I wish to bring special attention to a 25-year veteran EAA editor who was one of handful nurturing the light end of EAA's aviation activities. A longtime friend (and my editor when I wrote for EAA), Mary Jones is current interim director of publications for EAA but she's done much more than manage EAA's magazines. Along with Earl Lawrence and Ron Wagner, Mary is one of a trio of EAA staffers that helped propel Light-Sport Aircraft into the limelight. All three folks deserve a hearty "Thank You!" for all they've done.

Before you clicked to ByDanJohnson.com, you may have been reading EAA’s Sport Pilot magazine. If your copy was the December 2009 issue, it the final edition of the magazine that started with the Sport Pilot movement. *** EAA surveyed to ask what members wanted from their publications. The organization dutifully recorded all responses and chose to make a dramatic decision. They elected to stop Sport Pilot and merge the LSA title’s most popular content into their flagship rag. *** At the same time, EAA started “Light Plane World,” an eNewsletter (also online) with info about ultralights and LSA. Edited by longtime Part 103 enthusiast Dan Grunloh, LPW is intended to provide more detailed info on ultralights and light planes than space will permit in Sport Aviation. You can sign up here to get LPW… or any other EAA eNewletter. *** As this chapter closes for EAA, I wish to bring special attention to a 25-year veteran EAA editor who was one of handful nurturing the light end of EAA’s aviation activities.

Questions Erupt for Remos; New Investment Heralded

By Dan Johnson || December 10, 2009 Leave a Comment (Edit)

After announcing the selection of the GX as the 2010 giveaway airplane AOPA leaders are surely breathing a sigh of relief now that Remos issued a reassuring statement. Earlier rumors threatened to cast doubt on those who participated in the Sweepstakes announcement (including yours truly).

Along with others in the LSA world, my email inbox has been overflowing with questions and comments about Remos filing a "notice of insolvency" back on November 30th, just three weeks after AOPA chose the company's GX as the 2010 Sweepstakes airplane. *** Today, the company issued a press release on the subject. Management reported, "Remos Aircraft has received an additional significant investment. With this new capital injection, Remos Aircraft goes strengthened into the year 2010." The news release did not address the notice of insolvency, but earlier comments indicated it would be "withdrawn" once matters were settled among investors. According to sources, the filing was necessary under German business law because of a "temporary liquidity problem." *** In the press statements, Remos managers reported they are "dominating the LSA segment, and with significant progress in building our marketing and sales organization, we have reached the goals we had set ourselves for the year 2009." To further identify the sources of capital investment, Remos elaborated, "The steps initiated by the two main shareholders, the Faerber Group of Munich, Germany, and the London investment house Pall Mall Partners... secure the future of Remos Aircraft and enable the introduction of new programs through which the company will be able to address new customer segments." *** VP of marketing Ken Weaver added, "We are now ready to launch the next phase of our program." Ken is presently traveling home from Germany and I may have more to report here in a few days.

Along with others in the LSA world, my email inbox has been overflowing with questions and comments about Remos filing a “notice of insolvency” back on November 30th, just three weeks after AOPA chose the company’s GX as the 2010 Sweepstakes airplane. *** Today, the company issued a press release on the subject. Management reported, “Remos Aircraft has received an additional significant investment. With this new capital injection, Remos Aircraft goes strengthened into the year 2010.” The news release did not address the notice of insolvency, but earlier comments indicated it would be “withdrawn” once matters were settled among investors. According to sources, the filing was necessary under German business law because of a “temporary liquidity problem.” *** In the press statements, Remos managers reported they are “dominating the LSA segment, and with significant progress in building our marketing and sales organization, we have reached the goals we had set ourselves for the year 2009.” To further identify the sources of capital investment, Remos elaborated, “The steps initiated by the two main shareholders, the Faerber Group of Munich, Germany, and the London investment house Pall Mall Partners… secure the future of Remos Aircraft and enable the introduction of new programs through which the company will be able to address new customer segments.” *** VP of marketing Ken Weaver added, “We are now ready to launch the next phase of our program.” Ken is presently traveling home from Germany and I may have more to report here in a few days.

American LSA Bargain Extraordinaire: RANS S-6ELS

By Dan Johnson || November 30, 2009 Leave a Comment (Edit)

Simplicity Priced Right -- The RANS S-6ELS offers a Made In The USA product you already know and trust for a price many of us can afford (certainly with financing from AirFleet or others). I see no reason you can't be flying high in 2010. Check out my new pilot report in the January 2010 Light Sport and Ultralight Flying magazine.

Much lamenting has been heard regarding the price of Light-Sport Aircraft. It isn't hard to understand given prices that now exceed $140,000. Was such inflation supposed to happen? I've explained how this occurred, and the biggest culprit, by far, is the exchange rate difference between dollars and euros. (Other factors include the time value of money and the desire by many buyers to have high-end instrument panels and features.) *** For a time, we thought the low costs of labor in Eastern European countries would overwhelm Yankee producers... and for a time they did. However, RANS -- one of America's most successful kit suppliers (more than 4,000 delivered!) -- is offering the S-6ELS at only $63,000. This equates to only $53,500 in 2004 dollars when the new rule came out, which was about the cost of a Flight Design CT at that time. *** The S-6ELS comes with the 80hp Rotax 912 and a decent analog panel in either trigear or taildragger configurations. For those many who want more power and more panel goodies, a "deluxe" version can be bought for $69,995 and includes the 100-hp Rotax 912S with 3-blade prop, Icom radio, intercom, cabin heat, bigger tires, and dual hydraulic brakes. Naturally, you could bid the price up higher with an autopilot, glass screens, and more... but why? The all-American designed and manufactured aircraft with 20 years of user history is all you need for a good time in the air.

Much lamenting has been heard regarding the price of Light-Sport Aircraft. It isn’t hard to understand given prices that now exceed $140,000. Was such inflation supposed to happen? I’ve explained how this occurred, and the biggest culprit, by far, is the exchange rate difference between dollars and euros. (Other factors include the time value of money and the desire by many buyers to have high-end instrument panels and features.) *** For a time, we thought the low costs of labor in Eastern European countries would overwhelm Yankee producers… and for a time they did. However, RANS — one of America’s most successful kit suppliers (more than 4,000 delivered!) — is offering the S-6ELS at only $63,000. This equates to only $53,500 in 2004 dollars when the new rule came out, which was about the cost of a Flight Design CT at that time. *** The S-6ELS comes with the 80hp Rotax 912 and a decent analog panel in either trigear or taildragger configurations.

Under Intense Scrutiny — Zenith & AMD CH-601XL

By Dan Johnson || November 24, 2009 Leave a Comment (Edit)

This 25-year-old design has been the focus of several media reports and speculations are whirling around the globe. Click here for a detailed explanation of the company's actions to mitigate the problem.

Bad as in-flight break-up accidents are, many opinions often blur the big picture. Last spring NTSB recommended FAA "ground the fleet," so to say. FAA chose further study. When additional CH-601s became involved, media and organizations jumped on the bandwagon. Let's review. *** The focus is on the CH-601XL, of which about 1,500 kits have been sold since its introduction in 1984. Approximately half are complete and flying, said Zenith boss, Sebastien Heintz. *** Of the airplanes that broke up two were fully-built SLSA. One was built by Czech Aircraft Works; the other by AMD. The rest are owner-built kits... essentially one-off airplanes. Comparing one to a factory-built airplane is apples and oranges. *** Some allege Zenith and AMD have ignored the problem, but lots of detailed info on Zenith's website suggests otherwise. Sebastien buttressed this saying, "We believe our effort is an example of an industry doing the right thing. Zenith has not ignored this situation. We stepped up and worked hard to create an 'Upgrade Package' that beefs up the aircraft substantially. We are making the package available to builders for $350, which is below our cost. FAA has recommended the upgrade package, advising owners not to fly until finishing the project." *** Designer Chris Heintz says, "...after thousands of man-hours of investigations, multiple design reviews and an unheard-of amount of testing, the accidents in question still do not share a common cause." But he believes the strategically-added components more than do the job. "With all the changes installed, it will be that much more difficult for a pilot to inadvertently 'over-stress' the aircraft." The company summarizes stating, "We strongly believe that implementation of the comprehensive Upgrade Package kit, combined with continuing pilot education and training, as well as an ongoing airworthiness / maintenance program, will put an end to the type of tragic accidents that have been happening and restore this aircraft's reputation as a capable and fun light sport aircraft."

Bad as in-flight break-up accidents are, many opinions often blur the big picture. Last spring NTSB recommended FAA “ground the fleet,” so to say. FAA chose further study. When additional CH-601s became involved, media and organizations jumped on the bandwagon. Let’s review. *** The focus is on the CH-601XL, of which about 1,500 kits have been sold since its introduction in 1984. Approximately half are complete and flying, said Zenith boss, Sebastien Heintz. *** Of the airplanes that broke up two were fully-built SLSA. One was built by Czech Aircraft Works; the other by AMD. The rest are owner-built kits… essentially one-off airplanes. Comparing one to a factory-built airplane is apples and oranges. *** Some allege Zenith and AMD have ignored the problem, but lots of detailed info on Zenith’s website suggests otherwise. Sebastien buttressed this saying, “We believe our effort is an example of an industry doing the right thing.

Belite’s Carbon Fiber Part 103 Ultralight Vehicle

By Dan Johnson || November 19, 2009 Leave a Comment (Edit)

If you've been around aviation long enough you've heard the Q&A: "Know how to make a small fortune in aviation? Start with a large one!" Yet aviation can always use fresh talent, so welcome former tech entrepreneur, James Wiebe, turned aviation businessman. From his days building Mac peripherals under the name Newer Technology (and reaching sales of $60 million), Wiebe sold his tech enterprises and, in January 2009, bravely launched Belite Aircraft. The first flight came July 4th. Wiebe chose to incorporate stronger, lighter carbon fiber technologies to replace steel, wood, and aluminum. The result is a three-axis, full-cockpit airplane with a full instrument panel that can be built to weigh less than Part 103's 254-pound maximum. Though employing plenty of costly carbon fiber including on the firewall, Belite uses a welded steel frame for strength and safety. The premium Belite 254 CF includes carbon fiber wing spars and ribs, hydraulic brakes, aluminum wheels, full flight instrumentation, built in transceiver, a bigger 45-hp engine, enhanced electrical system, and a Gizmo GPS dock. Belite also features a five-gallon detachable tank with integrated electronic fuel sender for easy refilling, full Lexan windshield and skylight and easily-foldable wings. A simpler model weighing only 242 pounds actually allows some options. You probably won't be surprised to hear that a tech entrepreneur would make use of the Internet. Check James Wiebe's blog about Belite.

If you’ve been around aviation long enough you’ve heard the Q&A: “Know how to make a small fortune in aviation? Start with a large one!” Yet aviation can always use fresh talent, so welcome former tech entrepreneur, James Wiebe, turned aviation businessman. From his days building Mac peripherals under the name Newer Technology (and reaching sales of $60 million), Wiebe sold his tech enterprises and, in January 2009, bravely launched Belite Aircraft. The first flight came July 4th. Wiebe chose to incorporate stronger, lighter carbon fiber technologies to replace steel, wood, and aluminum. The result is a three-axis, full-cockpit airplane with a full instrument panel that can be built to weigh less than Part 103’s 254-pound maximum. Though employing plenty of costly carbon fiber including on the firewall, Belite uses a welded steel frame for strength and safety. The premium Belite 254 CF includes carbon fiber wing spars and ribs, hydraulic brakes, aluminum wheels, full flight instrumentation, built in transceiver, a bigger 45-hp engine, enhanced electrical system, and a Gizmo GPS dock.

Flying MySky’s MS-1 — Homebase: Spruce Creek

By Dan Johnson || November 13, 2009 Leave a Comment (Edit)

MySky's MS-1 Light-Sport Aircraft (in development) is a hot performer in the LSA category and should be luxurious when in serial production. Why tandem seating? Lots of reasons; read my earlier SPLOG for more details.

Lucky me. On a warm, sunny day I drove less than a mile to the airport's Downwind Cafe restaurant where I met the developers of MySky (the company) and their MS-1 (a new LSA model). After a tasty lunch we strolled over to their facility and hangar. All the while I was within a mile of my home; last year my wife and I caught a good deal at Spruce Creek, an upscale residential airpark. *** MySky is located on this airport and quietly, their team has been developing what I'd call the first of the "high-performance tandem LSA." We have seven other tandem LSA (check at PlaneFinder 2.0) but none cruises near the 120-knot limit. MS-1 will, with its 120-hp Jabiru 3300 6-cylinder powerplant. *** Company VP, Tim Plunkett (an engineer and pilot of airliners to Pitts Specials) has been flight testing for 140 hours. They felt ready for a reporter's first glance. The short report: MS-1 is a hot rod flying machine with excellent stability and proper manners in steep turns or stalls. Engineers need to shave prototype pounds, ease the aileron input forces and provide more cabin air, but the MySky team did an excellent job of clean-sheet designing president Dieter Canje's dream machine. In particular, landings were cool. Once I followed Tim's spot-on advice, MS-1 displays perfect ground-effect behavior. Now the team is turning to finalizing the design and gearing up for production.

Lucky me. On a warm, sunny day I drove less than a mile to the airport’s Downwind Cafe restaurant where I met the developers of MySky (the company) and their MS-1 (a new LSA model). After a tasty lunch we strolled over to their facility and hangar. All the while I was within a mile of my home; last year my wife and I caught a good deal at Spruce Creek, an upscale residential airpark. *** MySky is located on this airport and quietly, their team has been developing what I’d call the first of the “high-performance tandem LSA.” We have seven other tandem LSA (check at PlaneFinder 2.0) but none cruises near the 120-knot limit. MS-1 will, with its 120-hp Jabiru 3300 6-cylinder powerplant. *** Company VP, Tim Plunkett (an engineer and pilot of airliners to Pitts Specials) has been flight testing for 140 hours.

AOPA Summit 2009 Broadens Outreach of LSA

By Dan Johnson || November 10, 2009 Leave a Comment (Edit)

AOPA Summit 2009 -- Light-Sport Aircraft felt the embrace of the world's largest pilot's association as AOPA deepened their commitment to the new sector. Remos GX is AOPA's Fun to Fly Sweepstakes choice. Icon got center stage for 15 minutes of fame.

In its first year as the AOPA "Summit" (versus "Expo"), the 70-year-old, 415,000-member organization made lots of changes large and small. Among the most notable under capable new president Craig Fuller was much greater attention to LSA. Here's the fast-read update... *** AOPA announced their 2010 Sweepstakes airplane is a Remos GX; the company had multiple displays and aircraft. Cessna brought a Skycatcher for selected reporters to fly. Craig Fuller had Icon A5 developer Kirk Hawkins on the center-hall stage. EAA's Earl Lawrence led a LSA panel of FAA and industry experts (including yours truly). LAMA operated an LSA Mall area and had fruitful discussions with AOPA to advance goals of the LSA industry. SeaMax USA showed off their simulator seaplane running on MS Flight Sim. Tecnam North America, with several aircraft on display, announced new service centers for the popular Italian line of aircraft they now represent. Flight Design announced three new FD Pilot Centers. Dynon showed off their new SkyView in 7 & 10-inch screens. And, Garmin showed their new new "aera" touch-screen GPS. *** In the LSA Mall at Tampa's bayside airport -- hosted by LAMA and supported by Aviators Hot Line and Light Aviation Edition, Dynon, Aircraft Partnership Association and AirFleet Capital -- LSA exhibitors included Progressive Aerodyne's SeaRey; Sportair USA's Sting S-3; Jabiru USA J-230; Arion's Lightning LS1; Aerotrek's A220; X-Air's LS; and Paradise's P-1. Outside the LSA Mall were RANS's S-19 and S-7 Courier; American Legend's Cub; and CubCrafters SportCub.

In its first year as the AOPA “Summit” (versus “Expo”), the 70-year-old, 415,000-member organization made lots of changes large and small. Among the most notable under capable new president Craig Fuller was much greater attention to LSA. Here’s the fast-read update… *** AOPA announced their 2010 Sweepstakes airplane is a Remos GX; the company had multiple displays and aircraft. Cessna brought a Skycatcher for selected reporters to fly. Craig Fuller had Icon A5 developer Kirk Hawkins on the center-hall stage. EAA’s Earl Lawrence led a LSA panel of FAA and industry experts (including yours truly). LAMA operated an LSA Mall area and had fruitful discussions with AOPA to advance goals of the LSA industry. SeaMax USA showed off their simulator seaplane running on MS Flight Sim. Tecnam North America, with several aircraft on display, announced new service centers for the popular Italian line of aircraft they now represent.

Heavy Topic for Light Aviation… LSA Safety

By Dan Johnson || November 4, 2009 Leave a Comment (Edit)

New FAA Top Gun Randy Babbitt (an experienced pilot) visited the LSA Mall at AirVenture 2009. He met industry leaders and examined LSA. Top, counterclockwise: TL Ultralight Sting; Jabiru J-170; Gobosh G700S; and Aerotrek 240 (none of which has experienced a fatal accident). Administrator photo courtesy EAA

Others have written about LSA safety but did not reveal underlying facts. While I prefer to blog about new aircraft, LSA safety is a worthy topic. Here's the quick summary: While every loss is tragic to family and friends, LSA safety numbers are better than some predicted. Now some detail. *** According to FAA records in the four-year period from August of 2005 to June of 2009, Special Light-Sport Aircraft experienced 12 fatal accidents resulting in the loss of 18 lives. *** In 10 of the 12 accidents a licensed pilot was in control (that is, not a Sport Pilot). Altogether, 10 manufacturers were affected. Only one, variations of the CH-601 produced by three companies, had multiple accidents and that veteran design remains under investigation so conclusions would be premature. *** In 2007, a year of high sales and activity, the industry experienced five crashes and eight fatalities. All other years had half that or less. *** What does FAA think of all this? Let's go to the top. As reported by Flight International new FAA Administrator Randy Babbitt spoke at Oshkosh 2009 saying that the LSA accident rate is "...very compatible with what's going on in the rest of the general aviation world. The statistics reflect it. So [the manufacturers] are doing what they said they would do and the numbers reflect it." *** Safety is an ongoing effort. One should never become complacent. But industry players have increased the amount and quality of transition training such that incident rates appear to be improving, according to leading aviation insurers. [UPDATE 11/9/09] In the first week of November 2009, another CH-601 was involved in a fatal accident. The pilot was solo but I have little other information except to report NTSB launched an investigation. CH-601-type designs are produced in ready-to-fly form by more than one company and kits are also delivered; this diversity makes evaluation of potential problems more challenging.

Others have written about LSA safety but did not reveal underlying facts. While I prefer to blog about new aircraft, LSA safety is a worthy topic. Here’s the quick summary: While every loss is tragic to family and friends, LSA safety numbers are better than some predicted. Now some detail. *** According to FAA records in the four-year period from August of 2005 to June of 2009, Special Light-Sport Aircraft experienced 12 fatal accidents resulting in the loss of 18 lives. *** In 10 of the 12 accidents a licensed pilot was in control (that is, not a Sport Pilot). Altogether, 10 manufacturers were affected. Only one, variations of the CH-601 produced by three companies, had multiple accidents and that veteran design remains under investigation so conclusions would be premature. *** In 2007, a year of high sales and activity, the industry experienced five crashes and eight fatalities. All other years had half that or less.

Triple Play: Fk Lightplanes Is High, Low, and Bipe

By Dan Johnson || October 20, 2009 Leave a Comment (Edit)

Fk Lightplanes airplane trio is the Fk14 Polaris on top (the model selected to be Cirrus Design's SLSA though that project is presently suspended); FK12 Comet in the middle with the folding wings and multiple cockpit configurations; and the Fk9 ELA. Read an up-to-date report in the December 2009 issue of Light Sport and Ultralight Flying. Photo by Frank Mullez, courtesy of Fk Lightplanes

Light-Sport Aircraft are nothing if not diverse. We have all manner of aircraft on our SLSA List of 104 approved models. Germany's FK Lightplanes illustrates diversity through their trio of models: high wing Fk9 series; biplane Fk-12; and low wing Fk14. *** In May 2009, the newest iteration of the Fk9 series was flown by designer Peter Funk. The Fk9 ELA (a reference to European Light Aircraft, a new class EASA is planning) is a stretched, roomier model of the popular series. The changes should play well in the American market. *** Peter Funk commented, "It seemed that [Fk9 ELA's new] winglets are improving control efficiency and low speed characteristics." In addition, the newest model boasts a larger cabin space, a larger panel with room for big screens, more baggage area, electric flaps, and optional longer-range fuel tanks. The versatile Fk9 ELA is also available on straight or amphibious floats or in taildragger gear. *** Another feature-laden model is the Fk12 Comet with its swept biplane wings that also fold. You can have Fk12 with a full bubble canopy enclosure, or two open cockpits with windscreens, or a front, covered cockpit and aft windscreen only. *** Though still under contract with Cirrus for the low wing model, Fk14 Polaris is sold in Europe with a choice of tri-gear or taildragger. Fk Lightplanes has also experimented with powerplants including an engine from Mercedes. As the company completes work toward SLSA approval for Fk9 ELA and Fk12, they are also seeking additional representatives for the U.S. market. Interested?

Light-Sport Aircraft are nothing if not diverse. We have all manner of aircraft on our SLSA List of 104 approved models. Germany’s FK Lightplanes illustrates diversity through their trio of models: high wing Fk9 series; biplane Fk-12; and low wing Fk14. *** In May 2009, the newest iteration of the Fk9 series was flown by designer Peter Funk. The Fk9 ELA (a reference to European Light Aircraft, a new class EASA is planning) is a stretched, roomier model of the popular series. The changes should play well in the American market. *** Peter Funk commented, “It seemed that [Fk9 ELA’s new] winglets are improving control efficiency and low speed characteristics.” In addition, the newest model boasts a larger cabin space, a larger panel with room for big screens, more baggage area, electric flaps, and optional longer-range fuel tanks. The versatile Fk9 ELA is also available on straight or amphibious floats or in taildragger gear.

Changing Times…and Light-Sport Aircraft’s Future

By Dan Johnson || October 11, 2009 Leave a Comment (Edit)

Our collage shows a page of postage stamps for China's International GA Convention and a postcard featuring the Flight Design CTLS; EAA's Sport Pilot magazine (2004-2009); and the Foxcon Terrier 200, a SLSA approved by the Australian government under their acceptance of ASTM standards. Click for specs on Terrier 200.

Word of a few interesting developments arrived in my inbox, bringing with them new questions. *** Point One -- EAA announced it will cease publishing Sport Pilot and Light-Sport Aircraft magazine. LSA content will be merged into their flagship Sport Aviation title, bolstered by a new eNewsletter called "Light Plane World" that will focus on LSA and ultralights. *** Point Two -- An Australian company, Foxcon, alerted me about their SLSA, the Terrier 200. It's not presently for sale in the U.S. But they say it has government approval just like the other 104 aircraft on our SLSA List. To assure our list remains up-to-date, a key feature of the SLSA List, do we add the Terrier 200? Is ByDanJohnson.com is an American product for Americans or a world citizen? *** Point Three -- China is hosting an international GA conference and is featuring Cirrus, Diamond, and Cessna, and, not least, Flight Design in promoting CIGAC. As this country (and India) allows genuine personal aviation, will it signal a vast new aviation market? So again, do I add the eventual Godong HiFlyer 600 to our SLSA List? National lines are deliciously blurred as LSA makes its way across the global landscape. My colleague, Jan Fridrich, has coined the phrase, "LSA Global." I think he is onto something even as I ponder how ByDanJohnson.com should present the LSA field. These are fascinating questions amid changing times. I find it exciting to be near the front lines of these developments. I hope you enjoy following it here.

Word of a few interesting developments arrived in my inbox, bringing with them new questions. *** Point One — EAA announced it will cease publishing Sport Pilot and Light-Sport Aircraft magazine. LSA content will be merged into their flagship Sport Aviation title, bolstered by a new eNewsletter called “Light Plane World” that will focus on LSA and ultralights. *** Point Two — An Australian company, Foxcon, alerted me about their SLSA, the Terrier 200. It’s not presently for sale in the U.S. But they say it has government approval just like the other 104 aircraft on our SLSA List. To assure our list remains up-to-date, a key feature of the SLSA List, do we add the Terrier 200? Is ByDanJohnson.com is an American product for Americans or a world citizen? *** Point Three — China is hosting an international GA conference and is featuring Cirrus, Diamond, and Cessna, and, not least, Flight Design in promoting CIGAC.

LSA Market Shares Are Stable through August 2009

By Dan Johnson || October 9, 2009 Leave a Comment (Edit)

Top Guns -- Since January 2008, or over the last 20 months, the FAA registration leaders are -- in order: Remos; Flight Design; (tie) Tecnam and Czech Sport Aircraft; Jabiru, American Legend; CubCrafters; AMD; Aeropro (Aerotrek); TL Ultralight (Sting); and Evektor. These 11 brands account for 72% of all FAA registrations. As always, my thanks to Jan Fridrich for the considerable effort it takes to sift through FAA's database.

As the challenging year for aircraft sales grinds on, Light-Sport Aircraft continue to hold their own. In tough times, when cash is tight, small enterprises may fare better than large companies. Their low expense structures, modestly compensated managers and employees, and lean manufacturing -- as allowed by industry-standards certification -- become strengths. *** But we see another quality. The half-million-plus general aviation pilots are more accepting of LSA today than three years ago. Organizations like AOPA are more fully embracing LSA, because their members are calling to ask questions. (Watch for a surprise LSA announcement at AOPA's Aviation Summit in about a month!) GA pilots make up most buyers of LSA and those aviators now recognize the brands and have begun to acquire faith in companies certifying themselves (though many are still reserving judgement). *** Through August, a full month after AirVenture, the LSA fleet has grown to just under 1,700 fully-built aircraft not including ELSA kits or alternative aircraft like trikes and powered parachutes, nor any converted ultralights. The LSA market leaders have remained about the same and held their same positions (more info: chart). *** I see four up-and-comers to watch: Aerotrek (Aeropro); American producer, RANS; Gobosh (importing two airplanes); and Brazilian entry Paradise. In addition to the top-10 that hold three-quarters of the market, these four brands are working hard and moving up. In 2010, we'll begin to see Cessna numbers plus a few new entries. It stays exciting here at aviation's entry level. [UPDATE 10/7/09] CubCrafters identified additional SLSA not included in the accompanying chart. Such errors happen due to a large number of LSA models and the FAA database entry of them. According to better information, it appears CubCrafters has leapfrogged into the #5 slot, and the exclusive triple-digit club, with 100 total CubCrafters SLSA.

Pair of Floatplanes Announced: Legend and Remos

By Dan Johnson || October 9, 2009 Leave a Comment (Edit)

Different Floatplanes for Different Buyers -- The Legend FloatCub is a vintage design, fabric-covered airplane on all-metal floats. Contrarily, the Remos GX is a contemporary design built significantly of carbon fiber with composite floats. Well, they both have high wings and that's probably best for a floatplane. Legend FloatCub photos by Bob Hirshberg, Scruffyy Productions *** Remos photos by Ken Godin

We've arrived at the end of the main float-flying season, but two of our largest Light-Sport Aircraft manufacturers just announced floatplane models. Welcome to the American Legend FloatCub and the Remos GX on floats. Each company contracted with float experts (a big difference from SeaMax or SeaRey). *** The most successful American LSA producer, American Legend won approval on October 2 for their Amphibious Legend FloatCub after declaring they met ASTM standards. FloatCub was put on sale for $159,000 and the first customer aircraft is being assembled. Legend went to long-established float company, Baumann Floats of New Richmond, Wisconsin. The new model flew in July, 2009 and made an appearance at Oshkosh. Unlike original Piper Cubs that were often put on floats, the Legend Cub has doors on both sides, a big benefit when docking. If purchased with the 120-hp Jabiru 3300, Legend FloatCub should prove quite energetic even at high elevations. *** After Oshkosh 2008, Remos chose Downwind Technology in Menasha, Wisconsin to supply their Shark Floats; and subcontracted Aero Sport Outfitters to perform the installation. Like Legend, Remos showed their airplane at Oshkosh this year. After the show the final work was completed and the new model first flew on September 30th. Sales director, Ken Godin, reported the Remos floatplane was licensed in the Research and Development Experimental Category ("the first LSA aircraft to do so," he said). Test flights and performance data will be collected for the next few months and the aircraft is projected for "delivery in January or February, 2010."

We’ve arrived at the end of the main float-flying season, but two of our largest Light-Sport Aircraft manufacturers just announced floatplane models. Welcome to the American Legend FloatCub and the Remos GX on floats. Each company contracted with float experts (a big difference from SeaMax or SeaRey). *** The most successful American LSA producer, American Legend won approval on October 2 for their Amphibious Legend FloatCub after declaring they met ASTM standards. FloatCub was put on sale for $159,000 and the first customer aircraft is being assembled. Legend went to long-established float company, Baumann Floats of New Richmond, Wisconsin. The new model flew in July, 2009 and made an appearance at Oshkosh. Unlike original Piper Cubs that were often put on floats, the Legend Cub has doors on both sides, a big benefit when docking. If purchased with the 120-hp Jabiru 3300, Legend FloatCub should prove quite energetic even at high elevations.

First Annual Midwest LSA Expo Looks Successful

By Dan Johnson || October 3, 2009 Leave a Comment (Edit)

Videographer Dave Loveman, with whom I collaborate to create a growing number of LSA Videos, counted 43 airplanes on display not including a few doing demo flights. Nearly all the leading brands were present and some came a great distance for the inaugural Midwest LSA Expo event. The big guy is airport manager, Chris Collins.

Plenty of aviation enterprises face challenges but one of the toughest has to be starting a new airshow event. Not only must organizers get myriad details right and try to satisfy a broad range of expectations while trying to avoid losing a pile of money... they must also be blessed with agreeable weather. Good management may address the first items, but only Mother Nature can deliver sunny skies. *** Airport manger, Chris Collins, his Expo board, and a hard-working crew of Midwest LSA Expo volunteers faced overcast skies on Thursday and 20-25 knots of wind on Friday. Yet the two days brought highly positive reviews from every vendor I queried, a few sales were logged, and day three is forecast to have the best weather yet. On Saturday (the last day), the turnout is expected to be good enough that organizers think they could break even financially while drawing about 1,000 attendees. *** For a first-year, LSA-only event, I'd call the Midwest LSA Expo a success at this point; if day three is as expected, the Mt. Vernon Outland Airport team will have every right to be proud of their accomplishment. Some vendors are already promising to return next year. Veteran airshow exhibitors offered comments: "The facilities are great... Chris and his aides have promoted and organized the LSA Expo very professionally... The town is amazingly supportive and the area offers an abundance of nearby hotels and restaurants."

Handsome New High Wing… Sirius — SLSA #103

By Dan Johnson || September 28, 2009 Leave a Comment (Edit)

In studio photos, Sirius conveys a smooth and modern aircraft. GA pilots will love the lengthy standard equipment list and can even add sophistication like the ForeSight infrared vision system that lets a pilot "see" even when visibility is obscured. Watch the Sirius video.

Most folks following the Light-Sport Aircraft development know the Sting, refreshed for the U.S. market with the S3 model. I covered the development announcement of TL Ultralight's new high wing. Now, welcome to the TL3000 Sirius as the newest SLSA to hit the market in a blur of new offerings seemingly triggered after the industry hit #100. *** Importer SportairUSA maneuvered their low-wing, all-carbon-fiber Sting S3 into one of the best-equipped LSA on the market. Adding a high wing gives the company new versatility to meet market interest. *** I see the potential for keen demand from GA pilots, especially those legions trained in high-wing, yoke-controlled Cessna models. Sirius' 48-inch wide cabin is nine inches wider than a C-172 and it can haul 420 pounds of payload even when topped off with 30 gallons of fuel that can take you 800 miles (numbers will vary depending how you equip a Sirius). To build payload like its low-wing sibling, the composite Sirius also makes broad use of carbon fiber. With cruise listed at 116 knots (133 mph), Sirius is a speedy performer. *** Sirius can also be float equipped and since it has been designed for 1,430 pounds of gross, those floats won't displace much payload. *** Sirius comes in at $130,900 but is extremely well equipped with TruTrak electronics, Garmin 496, PCAS collision avoidance and SportairUSA's own GreenLine EMS plus radio and ELT, a Galaxy airframe parachute and more.

Making A Splash… in China: Ramphos Trident SLSA

By Dan Johnson || September 26, 2009 Leave a Comment (Edit)

The boat-hulled (quite literally) Ramphos Trident is the newest SLSA plus a low-cost amphibian. At top right is a schematic of the in-position wing-fold mechanism. At lower right, Ramphos is displayed at the Zuhai airshow in China some 700,000 persons attended! At bottom left, Australian Ramphos pilot Gavin Penfold does a little fishing from his craft.

A few years back I evaluated Ramphos. Now, the boat-hulled trike is our newest Special Light-Sport Aircraft amphibian -- SLSA #102. Priced at less than $40,000 for the Rotax 582-powered version to something north of $50,000 for the four stroke Rotax 912 powerplant, this seaplane qualifies as a bargain. Ramphos Trident won its SLSA approval back in April 2009. *** In revealing this achievement, one of the most interesting points from U.S. partner Gil McGarity concerned a Ramphos entry to the potentially huge China market. "Just when things looked the darkest, what with spending all our money for the certifications and the recession starting with a vengeance, we were invited to China," Gil recalled. "We struck a deal to help develop a line of weight-shift aircraft and train personnel to fly. We were given 10 young engineers trained in using the Katia CAD programs, two 747-sized hangars with state of the art paint rooms, composite labs, 5 and 7 axis CNC [machines], assembly areas and a seemingly endless stream of development funds." To show how serious officials are about opening the gates to sport aircraft, Gil said authorities... "built a 500-meter asphalt runway for LSA craft very near us in Changsha." He noted that very few if any recreational aviation runways exist in China. In addition to the trike project, Gil added, "We are working on several LSA projects including a very hot all carbon [and] kevlar low-wing three-axis two-place [design]." I'll be keeping an eye on this team.

A few years back I evaluated Ramphos. Now, the boat-hulled trike is our newest Special Light-Sport Aircraft amphibian — SLSA #102. Priced at less than $40,000 for the Rotax 582-powered version to something north of $50,000 for the four stroke Rotax 912 powerplant, this seaplane qualifies as a bargain. Ramphos Trident won its SLSA approval back in April 2009. *** In revealing this achievement, one of the most interesting points from U.S. partner Gil McGarity concerned a Ramphos entry to the potentially huge China market. “Just when things looked the darkest, what with spending all our money for the certifications and the recession starting with a vengeance, we were invited to China,” Gil recalled. “We struck a deal to help develop a line of weight-shift aircraft and train personnel to fly. We were given 10 young engineers trained in using the Katia CAD programs, two 747-sized hangars with state of the art paint rooms, composite labs, 5 and 7 axis CNC [machines], assembly areas and a seemingly endless stream of development funds.” To show how serious officials are about opening the gates to sport aircraft, Gil said authorities… “built a 500-meter asphalt runway for LSA craft very near us in Changsha.” He noted that very few if any recreational aviation runways exist in China.

Cheetah XLS Speeds through SLSA Approval — #101

By Dan Johnson || September 18, 2009 Leave a Comment (Edit)

Rainbow Cheetah -- I love the gnarly, gusty cowl design on Cheetah and it has unusual features like folding armrests with a built-in throttle on the end. Get a closer look in my video review of Cheetah.

Reaching SLSA model number 100 produced loads of media attention and a feeling of pride in reaching such a benchmark in less than five years. How do you follow that act? With SLSA #101, naturally. *** Welcome to the Cheetah from Rainbow Aircraft in South Africa, imported by Midwest Sport Aviation based in Wisconsin. While working on ASTM approval the Syvertson brothers sold a kit version. If this modestly priced SLSA is beyond your budget, the Amateur-Built kit can save $10-20,000. *** The ready-to-fly Cheetah represents one of the true bargains of the SLSA industry, priced at $52,950 for either trigear or taildragger models powered by the 85-hp Jabiru and delivered with a MGL radio, cloth-finished interior, and those cool swing-up armrests with built-in throttle on each side. Even well optioned, a fully-built SLSA Cheetah can stay under $60,000 and that's the price some folks expected for Light-Sport Aircraft back when the rule was announced... so there you go. (Actually, Cheetah's base price is the equivalent of $46,350 in July 2004 dollars.) *** Cheetah is also unusual in offering four engine choices. Besides the standard Jabiru 2200, you can choose the 65-hp Rotax 582 two-stroke powerplant or pick an 80-hp/100-hp Rotax 912. This LSA uses a high-tech laminate material for wing and fuselage covering that helps Cheetah stay very light so it can operate well with the smaller engine. And, if you choose the R-582, you can knock $4,500 off the already-low price.

LSA-Only Expos… Everyone Likes Them!

By Dan Johnson || September 17, 2009 Leave a Comment (Edit)

"LSA Jambo" -- One of several LSA-only shows created in recent years, the Mid-Atlantic Pilots Association event is expanding to accommodate a fast-growing crowd of attendees. Next up: the Midwest LSA Expo, followed by AOPA's Aviation Summit. Photos by David Nuss

We all love the big aviation trade shows like Sun 'n Fun and AirVenture. They offer something for everyone who flies... and that's their problem. At such large shows you must walk extensively (or ride trams) to see all the aircraft in the Light-Sport Aircraft community. LSA Malls at these events help, but they can't provide demo flying for purchase. *** Indeed, this latter reason is one of the most compelling for the January Sebring LSA Expo. All day, every day of the show, you can arrange for a demonstration flight, weather permitting. Notably, Sebring 2009 outdrew even AOPA's Expo a few months earlier. *** Last year's Fairfield, New Jersey one-day LSA Jambo produced by the Mid-Atlantic Pilots Association attracted a dozen LSA and 250 attendees. This year's longer event drew 19 airplanes and 652 people. Of future plans, organizer David Simpson said, "Jambo will be bigger and better and will include flight reviews and demo flights throughout the day." Jambo is tentatively slated for July 9th and 10th, 2010. *** In a couple weeks, the Midwest LSA Expo kicks off its first show, in Mt. Vernon Illinois October 1-2-3. This well-organized event, which has attracted plenty of media attention, will present a whole field of exhibitors. Like Jambo, the Midwest LSA Expo is a pure-play Light-Sport Aircraft event. A month later, LSA will be prominently featured at the new AOPA Aviation Summit in Tampa, Florida. If you want to learn more about LSA, you have plenty of choices.

We all love the big aviation trade shows like Sun ‘n Fun and AirVenture. They offer something for everyone who flies… and that’s their problem. At such large shows you must walk extensively (or ride trams) to see all the aircraft in the Light-Sport Aircraft community. LSA Malls at these events help, but they can’t provide demo flying for purchase. *** Indeed, this latter reason is one of the most compelling for the January Sebring LSA Expo. All day, every day of the show, you can arrange for a demonstration flight, weather permitting. Notably, Sebring 2009 outdrew even AOPA’s Expo a few months earlier. *** Last year’s Fairfield, New Jersey one-day LSA Jambo produced by the Mid-Atlantic Pilots Association attracted a dozen LSA and 250 attendees. This year’s longer event drew 19 airplanes and 652 people. Of future plans, organizer David Simpson said, “Jambo will be bigger and better and will include flight reviews and demo flights throughout the day.” Jambo is tentatively slated for July 9th and 10th, 2010.

Van’s RV-12 is SLSA #100; Here Come the ELSA ’12s

By Dan Johnson || September 15, 2009 Leave a Comment (Edit)

RV-12 wins its LSA wings... As required by regulation, Van's had to build at least one SLSA RV-12 to allow conforming ELSA kits. Now, possibly hundreds will follow. Check RV-12 specs. Center photo courtesy Kitplanes magazine.

[UPDATE: The Krucker Cygnet won approval on July 3rd, making that weight-shift LSA #99... so Van's RV-12 is technically the #100 LSA model to win an airworthiness certificate. It was previously reported as #99.] The top-selling kit airplane producer, Van's Aircraft of RV-xx fame, secured an airworthiness certificate for their fully-built RV-12 Special Light-Sport Aircraft on July 21, 2009. And the next day, the company's East Coast representative, Mitchell Lock, got an ELSA certificate for his RV-12. EAA reported that 250 RV-12s are under construction around the world. *** So, quickly, Van's looks ready to dominate the ELSA community that has been waiting to take off. True, thousand of ELSA are flying today -- many more than SLSA at present -- but that's because so many "fat ultralights" were converted to ELSA status under FAA's now-expired grandfather period. *** Van's reports that it will take 600-900 hours to complete an RV-12 to unpainted stage, so the rush of RVs into the LSA fleet may not be swift, but they'll just keep coming. The company's website keeps a constantly updated "Hobbs meter" of completions. As of this post that figure was 6,293. *** Van's website stated, "In the E-LSA category, there is no '51%' rule, and no restriction on who may assist in building the airplane. This allows any amount of help, professional assistance or even a fully professional-built airplane." It will be interesting to see how this unfolds, but meanwhile, the LSA community welcomes SLSA #99 and manufacturer #71.

[UPDATE: The Krucker Cygnet won approval on July 3rd, making that weight-shift LSA #99… so Van’s RV-12 is technically the #100 LSA model to win an airworthiness certificate. It was previously reported as #99.] The top-selling kit airplane producer, Van’s Aircraft of RV-xx fame, secured an airworthiness certificate for their fully-built RV-12 Special Light-Sport Aircraft on July 21, 2009. And the next day, the company’s East Coast representative, Mitchell Lock, got an ELSA certificate for his RV-12. EAA reported that 250 RV-12s are under construction around the world. *** So, quickly, Van’s looks ready to dominate the ELSA community that has been waiting to take off. True, thousand of ELSA are flying today — many more than SLSA at present — but that’s because so many “fat ultralights” were converted to ELSA status under FAA’s now-expired grandfather period. *** Van’s reports that it will take 600-900 hours to complete an RV-12 to unpainted stage, so the rush of RVs into the LSA fleet may not be swift, but they’ll just keep coming.

Ultralight Trainers…Exemptions?…SLSA Trainers

By Dan Johnson || September 10, 2009 Leave a Comment (Edit)

"Ultralight Trainer-Capable" Above are two companies (M-Squared (L) and North Wing) that won SLSA status to do ultralight training. The others are: Air Creation; Summit; Apollo; DTA; Infinity; Powrachute; AirBorne; Higher Class; Six Chuter; Soaring Concepts; P&M Aviation; and CGS Aviation.

Ah, sweet Part 103 ultralights. These lightest of powered aircraft have the least FAA regulation of any flying machine. A single piece of letter paper holds the entire rule. But how do you learn to safely fly a single seater? Oh, there's the rub. *** Through January 31, 2010, two-seat ultralights converted to ELSA status may train pilots for hire. Then they must cease... maybe. Some feel that the nation lacks enough such trainers so Aero Sports Connection petitioned for an extension. Sounds reasonable. *** But what about companies that spent resources to win FAA approval? It sounds like those who played by the rules as FAA wished could miss their reward of taking over such training aircraft sales. The controversy has complications and you probably don't want to read it all. *** But here's what industry organization LAMA has to say: "In the 4.3 years since the first approval, 100 SLSA models have been approved. Among them are 17 aircraft that can work to train pilots who wish to fly those aircraft or Part 103 ultralight vehicles based on a similar design. That means one in six of all LSA approved models can be called 'ultralight trainer-capable.' LAMA congratulates those 12 companies who made the investment to gain LSA approval under the new rule." These aircraft can be used commercially not only for flight instruction but for rental, something a converted ultralight (ELSA) cannot. And SLSA possess this ability so long as they fly (if maintained as required), regardless of ownership transfer.