James Lawrence, Author at ByDanJohnson.com

Sebring Expo Day One

By James Lawrence || January 28, 2013 Leave a Comment (Edit)

Beautiful skies and 80 degrees greeted the sparse attendance for the first day of the four-day Sebring Sport Aviation Expo. Bigger crowds expected tomorrow and Saturday, along with strong winds and sunny skies.The Breezer flight team: left to right, Randy Wildman, Angel Castellanos, Mike Zidziunas and Philip Herrington. Castellanos and Herrington are pilots who earned their ratings under Mike Z's tutelage at his Breezer Aircraft USA flight school, now located at Lakeland Linder Airport, home of the Sun 'n Fun airshow every spring. The team will also kick off twi-night flying the next two nights, featuring airshow aerobatic legend Patty Wagstaff and other top acts.

The new Golden Avia F-30, still in the process of ASTM certification, made its Sebring debut.

The jam-packed analog-centric panel of the Golden Avia F-30.

Mike Z leads the formation flight of Breezer LSA to officially open the Expo.

Dan Johnson, right, introduces former FAA head Randy Babbitt, who impressed the crowd with a speech highly appreciative of the LSA industry and its progress so far. "I'm fascinated by the technology and enthusiasm of your industry. You deserve more credit than you get for your inspiration to General Aviation and I don't say that lightly. You've also shown your willingness to take risks in marketing and have demonstrated the importance of self-governance and safety since day one. FAA (during his term) was enthusiastic about the great safety record of LSA. " He urged the members to continue their efforts to consider the NBAA model of training independent auditors for monitoring compliance to ASTM standards and adopting SMS , Safety Management System oversight to minimize the chance of human error, even as technology improves the safety of the aircraft themselves. A rousing talk and kudos to Dan Johnson for bringing his welcome and supportive perspective to the Expo.

The Breezer flight team: left to right, Randy Wildman, Angel Castellanos, Mike Zidziunas and Philip Herrington. Castellanos and Herrington are pilots who earned their ratings under Mike Z's tutelage at his Breezer Aircraft USA flight school, now located at Lakeland Linder Airport, home of the Sun 'n Fun airshow every spring. The team will also kick off twi-night flying the next two nights, featuring airshow aerobatic legend Patty Wagstaff and other top acts.

LAMA's Prez Dan Johnson had several bits of news before introducing former FAA chief Randy Babbitt. Highlights: "In the beginning of LSA, not losing your medical was considered the best reason for buying an LSA. Now we're got 20 of them." He'll present those arguments in prominent slide show displays throughout Oshkosh. Some changes to his LSA Mall exhibits at Sun 'n Fun and Oshkosh Airventure this year include moving the mall to Paradise City at Sun 'n Fun 2013, where show visitors will be able to talk to dealers and also get demo flights all in the same place, at the 1400', much improved sport flying airstrip on the southeast end of the field. This a welcome improvement and something Dan has tirelessly worked to bring about. The Mall, less well supported at Oshkosh, "didn't work out" says Dan, will be modified to include presences within the main exhibitor buildings.

Jan Fridrich, head of LAMA Europe, laid some good statistics on us during the annual LAMA Exhibitors dinner at the airfield tonight. Highlights: Since the LSA rules became effective in April 2005, 2471 SLSA have been registered with FAA. The numbers for 2012 were 258 - down 8% from last year. Yet LSA remains one of the strongest sectors in all of General Aviation and has weathered the recession reasonably well.

Sebring is off and running! The day in pix and captions… *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** *** ***

LSA Fun Foreign and Domestic

By James Lawrence || January 28, 2013 Leave a Comment (Edit)

The new SLSA SeaRey flies over Bimini island in the Bahamas. The water is indeed that clear!

A CTLS on floats drops in to visit the SeaRey, several miles south of Bimini.

The SeaMax explores the atolls off Bimini island.

Tom Gutmann Jr. and his partner father have sold more than 100 CTLS from their dealership in Tulsa, OK.

The SeaMax looks over the landing situation on an uninhabited island in the Bahamas. The newly certified SeaRey SLSA has already beached.

An early view of the Super Petrel bipe amphib that recently entered the country.

Another view of the highly refined (it's been around for 20 years overseas) Super Petrel, which will come to market, says Brian Boucher, for perhaps as little as $125,000 introductory price. Yours truly hamming it up in the catbird seat.

Flight Design CTLSi dealer Brian Boucher (L) and Dan Johnson check out Brian's other venture, the Brazilian-bred, biplane amphibian Super Petrel that's currently being readied for SLSA certification.

The CTLSi seen from its home/hangar at Spruce Creek.

The 4-person-partnership CTLSi about to lift off from Spruce Creek.

Sam Aircraft Sam LS

Back from a busy, weather-challenging (for photography) trip to the Bahamas, I stopped by to visit Dan Johnson and his soul mate Randee at their Spruce Creek air park digs near Daytona Beach, Florida. If you haven’t had the pleasure, visit Spruce Creek sometime to see how cool an air park can be. Hundreds and hundreds of homes, condos, hangars and “planeports,” even on-site business and a restaurant make this a wonderful aviation destination. It’s my fourth visit over the years and always a pleasure … as it is to visit with Dan and Randee. This time I got to meet Dan’s partner-in-aviation Brian Boucher, a long time, big-jet professional pilot and one of four owners of the new Flight Design CTLSi I flew for Plane & Pilot magazine up in CT at Tom Peghiny’s US HQ just before it left for Spruce Creek. The opportunity came up for Dan to join the partnership and the numbers made sense, so now the Johnsons are part owners of that lovely fuel-injected CTLSi. (* Brian is the north Florida dealer for Flight Design and due to his business relationship, a partnership share in the airplane became available. The chance was too good to pass up ... access to a brand-new, superbly-equipped LSA; a chance to learn about the partnership concept as I had no prior experience; needing to pay only one quarter of all bills; and better utilizing an airplane, as a sole owner rarely exercises the airplane enough. —DJ). He and Randee flew it over to the Bahamas and joined the LSA flyout organized by Bahama LSA Ambassador and Breezer dealer Mike Zidziunas and Aviators Hot Line’s Jacob Peed. Look for my story on the four-day event soon in P&P mag. Meanwhile, here’s a few pix to whet your appetite for the Bahamas, and the new biplane Super Petrel LS, a long-time Brazilian biplane amphib currently in the process of going for SLSA certification through the ASTM process.

Sebring Day Two…and our National Treasure (initials P.W.)

By James Lawrence || January 26, 2013 Leave a Comment (Edit)

Patty Wagstaff, certainly the preeminent woman pilot in the world, spun her spell over a full hangar at the Heartland EAA Chapter 1240 "Dinner with Patty Wagstaff". As knockout lovely as ever, she's as hot an aerobat as ever too. Her tales of growing up in Alaska, learning to fly, and not letting anything get in the way of her determination to become a top airshow pilot held the audience in thrall. More on her comments to come, she's quite a charming and down-to-earth speaker.

Old pal Randy Schlitter and my secret crush, his adorable gal Friday Michelle Miller celebrate the 30th year of Rans Aircraft. Randy has turned out thousands of quality, fun flying aircraft in those years and shows no signs of letting up.

Adam Yang, new partner and CEO of Progressive Aerodyne, showed off the company's newly certified SeaRey amphibian SLSA. He'll be flying it over to the Bahamas as part of the LSA flyout at the end of the show on Sunday. We'll be getting together for some flying and photography for an upcoming article I'm doing on water flying in the islands...stay tuned.

Dealers had steady if light attendance all day long.

Rick Matthews, left and Len Assante, President and VP Communications respectively of Aviation Access gave a detailed briefing on their shared ownership program that draws from other fractional programs including NetJets but blends in a social experience not unlike the European Club concept which is highly popular over the pond. I'm doing a column on this because it hits right in the wheelhouse of one of my pet themes: we need to get real about the high costs of flying even LSA and realize we need to form community to keep aviation alive. The core of the Aviation Access Project is to bring 1/4, 1/8 and 1/16 share ownership that includes management, hangaring, insurance, maintenance, engine replacement and more to partner/owners as part of an LLC corporation structure. Maximum hours per year vary according to the size of the share, from 35 to 150 hours per year. Share purchases run from $11,600 to $42,300 and monthly maintenance fees range from $110 to $310. And that's all inclusive. Much more about this new program in my column soon, but it's a compelling and appealing concept (and not just for LSA either) that might blend that just could be the missing link in getting people back into an ownership role with aircraft.

At the Pipistrel booth, Greg Lawrence, a hearing-challenged flight instructor who has worked hard for a long time to bring flight instruction to deaf students, took me through a demonstration of his belief that the same tenets of Taoist Tai Chi, a Chinese martial art practiced for both defense training and health benefits, can be applied to flight instruction. "There are so many parallels between Tai Chi and learning to fly. I've developed lesson plans to teach the deaf student pilot without oral communication in the cockpit. Tai Chi is taught the same way, by demonstration, then repetition by the student , then correcting errors." There's a lot more to this than I've got room for here but it's an intriguing thought and I'll bring you more on it soon ... it's worth thinking about and not only for deaf students.

More airplanes made it through the winter weather blanketing much of the midwest and east. Pipistrel’s much-awaited Alpha Trainer arrived at 8 last night thanks to its much-fatigued pilot Don Sharp who soldiered on through the crud all the way from Indiana. Highlights? Too many to list, but in the wee hours meself we’ll go the photo/caption route. Personal fave: Patty Wagstaff’s always-amazing airshow…in the near-dark twilight, followed by the largest demonstration team in aviation, Team AeroDynamix. The 12-aircraft team is made up exclusively of Van’s RV aircraft, including RV-4s and RV-6s, two of the most popular kit planes ever. The complex and highly entertaining show lit up the darkening, overcast skies with great moves and lots of bright lights. Attendance seemed light today, disappointing especially with all the effort Jana Filip and crew have put in this last year to promote the show and bring in acts like Patty and the RV team. It was chilly, for Florida (below 60 in the morning), and windy all day, but beautiful. Many dealers made demo flights (great way to show how your plane handles crosswinds, right guys?) and those that came were treated to LSA’s top show.

Sebring Day Two…and our National Treasure (initials P.W.)

By James Lawrence || January 26, 2013 Leave a Comment (Edit)

At the Pipistrel booth, Greg Lawrence, a hearing-challenged flight instructor who has worked hard for a long time to bring flight instruction to deaf students, took me through a demonstration of his belief that the same tenets of Taoist Tai Chi, a Chinese martial art practiced for both defense training and health benefits, can be applied to flight instruction. "There are so many parallels between Tai Chi and learning to fly. I've developed lesson plans to teach the deaf student pilot without oral communication in the cockpit. Tai Chi is taught the same way, by demonstration, then repetition by the student , then correcting errors." There's a lot more to this than I've got room for here but it's an intriguing thought and I'll bring you more on it soon...it's worth thinking about and not only for deaf students.

Dealers had steady if light attendance all day long.

More airplanes made it through the winter weather blanketing much of the midwest and east. Pipistrel’s much-awaited Alpha Trainer arrived at 8 last night thanks to its much-fatigued pilot Don Sharp who soldiered on through the crud all the way from Indiana. Highlights? Too many to list, but in the wee hours meself we’ll go the photo/caption route. Personal fave: Patty Wagstaff’s always-amazing airshow…in the near-dark twilight, followed by the largest demonstration team in aviation, Team AeroDynamix. The 12-aircraft team is made up exclusively of Van’s RV aircraft, including RV-4s and RV-6s, two of the most popular kit planes ever. The complex and highly entertaining show lit up the darkening, overcast skies with great moves and lots of bright lights. Attendance seemed light today, disappointing especially with all the effort Jana Filip and crew have put in this last year to promote the show and bring in acts like Patty and the RV team. It was cold, for Florida (below 60 in the morning) and windy all day, but beautiful. Many dealers made demo flights (great way to show how your plane handles crosswinds, right guys?) and those that came were treated to LSA’s top show.

Sebring Expo Day One

By James Lawrence || January 26, 2013 Leave a Comment (Edit)

The new Golden Avia F-30, still in the process of ASTM certification, made its Sebring debut.

The jam-packed analog-centric panel of the Golden Avia F-30.

Mike Z leads the formation flight of Breezer LSA to officially open the Expo.

Sebring is off and running! The day in pix and captions…

Sebring Expo Day One

By James Lawrence || January 26, 2013 Leave a Comment (Edit)

The new Golden Avia F-30, still in the process of ASTM certification, made its Sebring debut.

The jam-packed analog-centric panel of the Golden Avia F-30.

Mike Z leads the formation flight of Breezer LSA to officially open the Expo.

Dan Johnson, right, introduces former FAA head Randy Babbitt, who impressed the crowd with a speech highly appreciative of the LSA industry and its progress so far. "I'm fascinated by the technology and enthusiasm of your industry. You deserve more credit than you get for your inspiration to General Aviation and I don't say that lightly. You've also shown your willingness to take risks in marketing and have demonstrated the importance of self-governance and safety since day one. FAA (during his term) was enthusiastic about the great safety record of LSA." He urged the members to continue their efforts to consider the NBAA model of training independent auditors for monitoring compliance to ASTM standards and adopting SMS, Safety Management System oversight to minimize the chance of human error, even as technology improves the safety of the aircraft themselves. A rousing talk and kudos to Dan Johnson for bringing his welcome and supportive perspective to the Expo.

LAMA's Prez Dan Johnson had several bits of news before introducing former FAA chief Randy Babbitt. Highlights: "In the beginning of LSA, not losing your medical was considered the best reason for buying an LSA. Now we've got 20 of them." He'll present those arguments in prominent slide show displays throughout Oshkosh. Some changes to his LSA Mall exhibits at Sun 'n Fun and Oshkosh AirVenture this year include moving the mall to Paradise City at Sun 'n Fun 2013, where show visitors will be able to talk to dealers and also get demo flights all in the same place, at the 1400-foot, much improved sport flying airstrip on the southeast end of the field. This a welcome improvement and something Dan has tirelessly worked to bring about. The Mall, less well supported at Oshkosh, "didn't work as we hoped," says Dan, will be modified to include presences within the main exhibitor buildings.

Jan Fridrich, head of LAMA Europe, laid some good statistics on us during the annual LAMA Exhibitors dinner at the airfield tonight. Highlights: Since the LSA rules became effective in April 2005, 2471 SLSA have been registered with FAA. The numbers for 2012 were 258 — down 8% from last year. Yet LSA remains one of the strongest sectors in all of General Aviation and has weathered the recession reasonably well.

Sebring is off and running! The day in pix and captions…

Adieu Sebring 2013

By James Lawrence || January 22, 2013 Leave a Comment (Edit)

Welcome to Freeport, Grand Bahama!

I don't know what it's called, but this cool custom rig was seen towing around a $100,000 LSA trike in handy fashion.,Welcome to Freeport, Grand Bahama!

Mort Crim, Mike Z and Jacob Peed about to mount up for the flight to the Bahamas.

Congratulations, Robert Hamilton (lt.) for being named President of Dynon Avionics. Kirk Kleinholz, Dynon Sales Manager, is at right.

Goodbye Sebring, thanks for another great show!

Yours truly (lt.) and Leonard Stuart of Bahamas Aviation en route to the beautiful Bahamas.

Mort Crim, former top journalist for the ABC News network, flew over in his Paradise P1 and is filming a video production on the event.

All down, safe and sound, at Freeport, Grand Bahama's 11,500' airport.

Our group and the friendly welcoming committee and staff at Freeport, Grand Bahama airport.

Sebring’s final day ended at 2 p.m. with lighter attendance typical of a Sunday and gathering clouds. I spoke with a couple of the principals of the Expo staff that did such a superb job making this no doubt the smoothest running, most feature-packed event that I’ve certainly been too. Kudos to all: it was a beautifully run event, from the many friendly, helpful volunteers to the new food vendors who upped the available comestible quotient (say that three times fast) with tasty food and good selection (Cheese Louise sandwich anyone? I had four! Buzzard Balls were also popular – it was a beef meatball kind of thing if you must know.) The official end of show release claimed record attendance for the show so I won’t argue, though it did seem lighter than last year but it’s easy to underestimate. More importantly, many vendors were actually pleased with their results with sales or solid leads from the LSA-focused crowd. Weather could have been better throughout, but there were many demo flights the last day, where wind and rain had challenged exhibitors to properly and thoroughly show off their aircraft. The get away to the Bahamas got away, under some duress from weather and last minute briefing missings, along with a few cancellations. The group, including a Baron that my wife and I flew over in (alas, an LSA for me and she was not to be in the cards), punched off starting at 2 p.m. for the 154 nm flight to Freeport, Grand Bahama, where we were greeted by warm, friendly faces and whisked away after a rum punch and sandwich reception at the airport, led by Leo Douglass II of the Grand Bahama Airport Company and Donna Mackey of the Bahamas Ministry of Tourism & Aviation. Much more on this wonderful trip later, as we’re flying to Bimini in a gaggle in a couple hours and there’s still a refreshing morning swim to be had at the Grand Lucayan hotel’s amazing serpentine pool – 600 ft long but seems even longer! – and a buffet breakfast, included in the special discounted-for-pilots rate at the hotel with the best cup of coffee, easily, I’ve had in years. Just a teaser first: The four-day LSA trip organized by Mike Zidziunas of Breezer Aircraft (Mike Z is the most excellent LSA Ambassador to the islands, mon) and Jacob Peed of Aviator’s Hotline (Grand Bahama and Bimini) at 2 pm proved to be a real challenge to launch for various reasons having nothing to do with the planning and everything to do with mild anxiety over gathering clouds to seaward and some folks who missed the essential pilot’s briefing. Not to be deterred, and armed with a most excellent weather prognosis from Chris Parker, a friend of Mike Z.’s, we arrived over Freeport with sunny skies and breathtaking views of light-aqua-banded waters and an 11,500 foot runway – long enough for the most errant of LSA pilots. And now for the rest of the Sebring story, in pictures, with manifest thanks to Jana Filip and her hard working crew. This is probably going to be a two-part finale as I’m running out of time before we fly.

Sebring Day Three Evening

By James Lawrence || January 21, 2013 Leave a Comment (Edit)

Her name is Stephany Glassing, she is a licensed Sport Pilot thanks to an Able Flight flight training scholarship, and, oh yes, she lost the use of her legs in a car accident more than 20 years ago at the tender age of 19. Even then she had set a world record for water ski jumping, helped by her coach Mark Mosley seen with her in front of the Sky Arrow S-LSA she trained in. Her story of persistence and incredible determination in the face of a series of major health challenges long after her accident is a stirring one that you won't want to miss. I'll bring it to you in a column soon.

The much-refined production Maverick is a true flying car. A licensed public road vehicle (as a kit car) in most states, this little puppy has a lot going for it, including 0-60 in 3.9 sec., a 190 hp, fuel injected Subaru engine, FAA certificated as an ELSA (kit built) or Experimental Amateur Built flying car - yes, flying car - and a dual drive setup: prop for flying, transaxle for road work. It's a real dune buggy too, carries a useful load up to 450 lbs., drives at a top speed of 100 mph, flies under its parasail canopy (the mast keeps it off the ground for easy launches) at 40 mph, and it flies like a car: turn the wheel left to go left, chop the throttle to land and that's about it. $93,000. And you can buy one now.

And now for something completely different...The Maverick. Read all about it at www.mavericklsa.com

"Hey Mav, I feel the need...for speed..."

The big Saturday came and went, bookended by winds, overcast and raindrops of the intermittent kind. No doubt many potential showgoers were deterred by the non-Florida-like weather. LSA demo flights were conducted apace, although none of the three days of the show have shown the kind of flight activity of previous years because the weather just hasn’t been cooperative. All in all, a difficult show to accept: so much great preparation from Jana Filip and crew, many LSA exhibitors battling through winter weather across the country just to arrive late, Patty Wagstaff doing two blockbuster performances, ditto Team AeroDynamix, which drew out a good crowd at dusk despite challenging weather that wasn’t horrible, just uncooperative, and sometimes you want to ask yourself if somebody up there likes to laugh when people plan an aviation meet. In the hang gliding days, we called it “meet weather”. Call a competition, expect rain. Final day tomorrow typically draws a smaller attendance at least on a Sunday morning, and a bunch of us are launching at show’s end for 4 days in the Bahamas as part of Mike Z’s annual island fly-out. Skies are clear as of 11:30 tonight: fingers crossed as we tuck in to bed, hoping to make up in one morning what we haven’t been able to do for most of the show: photograph and shoot airplanes for pilot reports. More on that later. Two in the can so far: Tecnam P92-TD (Tail Dragger), a solid, comfortable flyer, and the Pipistrel Sinus motorglider, which I put 5 hours in with Florida dealer Rand Vollmer before the show and even soared in light conditions for half an hour with engine off. Up tomorrow morning: the RV-12 SLSA which I’ve been itching to fly for some time. Then off to Freeport, Grand Bahama and some hijinks with amphibs and float planes, including the CTLS on amphib floats, which I’ve flown before and will do a full report on. Meanwhile some quick snaps with stories to follow tomorrow night from, we hope, Freeport.

Sebring Day Three morning

By James Lawrence || January 19, 2013 Leave a Comment (Edit)

Tired as she was after doing her crackerjack performance, Patty Wagstaff graciously let me take a quick iPhone snap of her and Pipistrel Florida dealer Rand Vollmer. Apologies to Patty, it doesn't do her beauty justice, but her warmth and good nature shine through for sure. A couple excerpts from her comments to the dinner guests last night. Her first flight was in a Cessna 206 in Alaska. It was fully loaded, the turf runway at an Inuit village she was helping aid was soggy, yet the pilot chose to launch without using the full runway. The airplane failed to achieve flight before achieving the end of the runway. "I'd been around airplanes with my father, so I knew not using the whole runway was a bad idea. We were suddenly upside down, fuel dripping, my knees were shaking. I decided right there I was going to learn to fly. I thought, 'I can do better than this guy any day!'" Although there was no CFI in her town in Alaska, she talked a pilot into teaching her, after he tasked her with finding a plane. She went all over the airport, found a Cherokee 140 owner willing to loan her the plane, and she was off towards a brilliant career. Now, reflecting back on her amazing 32 years of aviation accomplishments, she says her instructor liked to say "She bugged the hell out of me!" And she adds, "It all seems to have gone so fast. I'm glad I learned to be persistent at an early time in my life." About flight training, she advises: "Find a CFI you like with a personality that works with yours. It's like a date: you want to get along with each other."

Team Aerodynamix put on a great show with spectacular lighting (that made them appear jet powered) and their formations were grouped so the fleet appeared to be aircraft like a jetliner or a Rutan Long EZ. Brilliant ... literally!

Just after I posted in the wee hours last night I got this late email from Greg Lawrence about his work with deaf flight students. Greg added a link to more information, check it out, it’s very interesting. “Nobody can hear very well in a small aircraft,” writes Greg, “and fewer than ‘nobody’ can process language and learn well while sweating and worrying that they are going to screw up and maybe die. That is why I developed lesson plans for teaching Deaf to fly that require no oral communication in the cockpit. Tai Chi is also taught and learned with minimal talking. There are many similarities in teaching Tai Chi and flying. Tai Chi has been taught a couple thousand years longer than flying. Stop by the Pipistrel display and I will demonstrate. I am an Advanced Ground Instructor and we will be standing on the ground so we will be legal. But, you already know how to fly, so I will teach you the first three moves of the taichiquan. A piece on Tai Chi will attract a lot of attention in China.” Could Tai Chi Flight Schools in the Orient be the next boom overseas? You can contact Greg on Twitter, his handle is @deafhawk Also wanted to share a few shots of the Team Aerodynamix show.

Sebring LSA Expo Next Week!

By James Lawrence || January 8, 2013 Leave a Comment (Edit)

Flight Design CTLS on floats.

Birds-eye view of a Breezer II over the Bahamas!

This year’s LSA bash in Sebring which starts next Thursday, 17 January and runs through the weekend looks to be far and away the best ever. Jana Filip and crew have been working hard all year to make this a top professional event. Lots of new things in addition to the usual comfy, cozy gathering that’s LSA-only include a twilight airshow (can you spell Patty Wagstaff?), Seaplane Pilot’s Association Seaplane Base at Lake Jackson, Model Airplane Contest, a fully restored American Airlines DC-3 on display, and…oh yeah…tons of top LSA demos for you to get up close and personal with. Here’s some hot points: • 80+ inside exhibitors; • 80+ outside exhibitors • 20,000+ attendance expected • keynote speeches by Randy Babbitt (former FAA head) and Patty Wagstaff • lots of new product rollouts including at least a couple LSA I’ve heard about through the grapevine. • ...and the 3rd annual Bahamas flyout for four days of island fun, mon. Some thoughts: I’ll be flying over to the Bahamas too this year, at last after hoping to for five years now, in a rented Breezer belonging to Randy Wildman, after a 5-hour transition checkout. The German-made Breezer II, one of the first LSA I flew at the beginning of my Light Sport days with the magazine, is a lovely, solid, GA-style low winger that Mike Zidziunas, who got the whole LSA Bahama flight thing going in the first place, teaches in and sells out of his new Lakeland Linder Regional Airport (KLAL) in Florida. That’s the site of course for Spring’s annual Sun ‘n Fun airshow. More to come as I prep for the show, including planned demo flights on the RV-12, Pipistrel motorglider, Flight Design CTLS on floats, and a few other goodies I’m still lining up.

Electric Airplane in 48 hours!

By James Lawrence || December 29, 2012 Leave a Comment (Edit)

The PC-Aero Elektra One production electric-powered aircraft. Next up: a two-seat version, then a four-seater.

ElectraFlyer ULS, a purpose-builtl, electric-powered ultralight

The gorgeous Lange Antares 20E electric sailplane. Most all electric designs to date optimize aerodynamics to minimize the electric power required for flight. Battery storage for conventional-style aircraft just doesn't have the muscle yet.

With all the bright minds drilling down for electric flight gold worldwide these days, including extensive research into battery storage technology and electric motor development, you’d think it’s only a matter of time before a major aircraft company comes out with an off-the-shelf aircraft to officially “launch” electric flight for the masses. Yuneec, a Chinese company, did just that a few years back with its graceful E430. Several other companies debuted exciting electric prototypes yet since then, little has manifested under the pilot’s Christmas tree beyond a $200,000-plus electric-sustained sailplane (the elegant Lange Aviation Antares 20E), a composite motorgliderish single-seater that goes for around $140,000 (PC Aero Elektra One) and a two-seat, side-by-side electric powered sailplane (Pipistrel Taurus Electro G2, also available gas powered.) Of course, we can’t overlook pioneer Randall Fishman's efforts. He’s the retired jeweler who wasn’t content to wait for the wheels of technological change to grind their way to his hangar door. He debuted his own concoction, the ElectraFlyer Trike, in 2007 at Oshkosh. Everybody got very excited. He’s sold quite a few of the hour-flight-per-charge units and just debuted an all-composite ultralight, the ElectraFlyer ULS motorglider that I did a recent column on in Plane & Pilot magazine. It’s in production for $60,000. Current and imminent electric aircraft are of necessity optimized for maximum aerodynamic efficiency, due to the energy density discrepancy between gasoline and state of the art production battery systems such as LiPo (Lithium Polymer) and other formulations which deliver just 12% of the energy of gasoline, when compared pound for pound to gas. That’s what is meant by “energy density” – the amount per pound of energy any storage system can carry. Current research indicates battery technology could well double, and double again, over the next five years. Meanwhile, electric power is the bottleneck to rapid progress in this field. We’ve seen other adaptations of electricity to existing airframes, such as a super lightweight Lazair ultralight (that lovely, gossamer flivver from the 1980s) that optimizes efficiency another way by having very little load to lift and keep airborne. But for the basement tinkerers among us who like a little cayenne pepper mixed in with their healthy veggie stew here’s a refreshing wrinkle: an inveterate homebuilt aircraft junkie, Robert Baslee, was challenged by National Geographic to build and fly an electric powered aircraft in just 48 hours! The whole reality tv-style circus was filmed by a NatGeo camera crew for broadcast. Talk about the potential for Nixonian flop sweat! I won’t spoil the surprise for you: Here’s the story on how he fared.

CTLSi, as in sigh

By James Lawrence || December 6, 2012 Leave a Comment (Edit)

Fuel injection makes the CT better yet.

Jonathan Carter (with Tom Peghiny, rt) took time out to let me try out the CTLSi just before his flight to Florida to deliver the airplane to a new customer - a 4-person partnership at Spruce Creek Airport.

CTLSi: That classic composite-informed aerodynamic flare now has fuel injection to improve already-great performance.

A stylish, more-compact engine and 22% greater fuel economy.

Flight Design has done a beautiful, roomier installation.

Not just another pretty face.

Yes, as the pics show, I did indeed take advantage of a rare, calm, beautiful, warm (for winter) day in New England to drive over to Tom Peghiny‘s Flight Design USA and take my first hop in a fuel-injected Rotax-powered LSA: the new CTLSi. Company Chief Pilot Jonathan Carter did me the honors as we went for a spin the last hour of the clear-sky, gorgeous day: no bumps, no ATC to deal with, just that good smooth, strong CT climb up and away from the company’s little paved strip in Woodstock, Connecticut. CTLSi, latest version of the industry-leading CT line (the company’s been at the front of the pack for 7 years), is noteworthy primarily for its new powerplant, which dramatically improves fuel economy, starts easier, and runs smoother. I’ll have a full flight report on the airplane in the spring issue of the magazine. But I don’t want to wait to say that for me, this is a wonderfully refined airplane and a real step forward from the version I flew four years ago when I got my Sport Pilot rating with instructor rock ‘n rollin’ CFI John Lampson (he moonlights with a popular rock band, Stealing Jupiter, in the Northeast). That early all-composite entry into the U.S. market had wonderful high-speed cruise performance, was very comfortable, had good visibility, and was beautifully crafted by the German company that produces it (more than a thousand now delivered worldwide, with a four-seat version that should see production within the next year or two.) None of those accolades have gone away. If anything, the CTLSi is even more refined in fit and finish, but for me, the real difference, and decided pleasure, was how beautifully it flies. The stick and rudder forces are firm-ish but response is really just the way I like it: neither too twitchy not stiff or sluggish. Pitch and roll forces are beautifully harmonized. The rudder still likes a good push climbing out or in a low-power descent (right or left foot accordingly). I flew it a bit like I fly the J3 Cub, leading in with a strong push of the foot. CTLSi responds with a right-now, smooth and solid wing drop, the nose tracks right into the turn and around you go, with excellent viz through the topnotch window which is big enough and well placed enough to give you an excellent feeling of security looking up and into your turn, in even a 30 degree bank. Another, much-welcomed addition is the electric pitch trim rocker switch where the old mechanical trim wheel used to be. It works like a treat, I love it. I made two perfectly fine landings, one a greaser, one, as the burnt amber winter light waned at Flight Design’s narrow strip, with just a touch of a drop-on from a foot-early flare. These were my first touchdowns in a CT in years (except one on floats on the water two years ago at Sebring) and I have to say they were a piece of cake. The CT feels like a fully friendly airplane to me, whereas in earlier versions I felt like I had to wrestle with it a bit, partly because of my lack of flight time, partly because the control mechanics hadn’t been optimized to suit my liking. Even the cockpit sight picture, which used to give me fits because of the curve of the cowl and the stubby puppy-dog nose, presented no problem. Where I would tend to think I was pointed down the runway when I was in fact 20 degrees off, resulting in a side-load touchdown tendency, it seemed easier with the new airplane to hold the line during both takeoff and landing. Tom P. says it’s because I’ve got more time in a bunch of LSA. Undoubtedly that’s true. But in any case, this is not your erstwhile older brother’s CT. The CTLSi is a lovely, fully-realized airplane that makes the most of the category: comfort, handling, performance, quality and economy. I’m really happy I had a chance to rekindle my affection for the CT, and didn’t want to wait to share that with you.

If It Works For Morgan Freeman…

By James Lawrence || November 27, 2012 Leave a Comment (Edit)

Morgan Freeman at his Ground Zero Jazz Club, with guests (L-R) Danielle and Carrie Rydzik and Carrie's mom Martha Krejci.

Charles Stites and Morgan Freeman at the actor's Ground Zero Jazz Club fund raiser which netted $30,000 for Able Flight.

In case you don’t know about Able Flight, here’s a link to the organization’s website, and another to its donation page. This wonderful endeavor helps paralyzed and otherwise physically challenged people, both civilian and war-wounded, to achieve their dreams of flight by taking them through a complete Sport Pilot training course or even LSA Repairman classes. Able Flight uses specially-outfitted Sky Arrows, CTs, and other LSA to make it possible. Charles Stites is the big hearted, hard working guy who keeps it all moving along, and every dollar... every single dollar is well spent and deeply appreciated. I’ve donated to Able Flight in the past and if you can send them even $5 to help this great program along, please consider it today, since it’s Giving Tuesday, which I suppose is the good sibling version of Black Friday and Cyber Monday. As I’ve written more than once, every time I talk with Charles and meet one of these wonderful, dedicated students and graduates, and their instructors at an air show, it lifts my heart skyward. We all get so busy in our lives, and there are so many causes. It’s easy to overlook most of them. Here’s one that changes lives for the better. The latest news from Charles: “We had a woman in Georgia pass her check ride a week ago making it nine this year. Going for ten or more in 2013!” I also met several of the instructors last Oshkosh, when I flew the Pipistrel Alpha — they’ll be using it as well in the program — who work out of the program’s hub at Purdue University. A more upstanding, squared-away bunch of young people you could not hope to meet. It’s not often you get the chance to know your charitable considerations are so warmly and productively received. Here’s your chance to kick off the season’s good cheer in a timely manner. Great pre-holiday message from Jim! I'll add my words that Charles Stites' work with Able Flight is truly worthy and ALL the money you donate goes to help these special students learn to fly in or work on... Light-Sport Aircraft! I took Jim's advice and donated today; please consider this yourself. —DJ

The Longest Flight

By James Lawrence || November 14, 2012 Leave a Comment (Edit)

The Sinus motorglider... mm-mmm, that's good.

Pipistrel leader Ivo Boscarol and the prototype Panthera 4-place beauty, now in testing. Plans include gas, hybrid, and electric power. Can you say OMG?

U.S. Pipistrel Sinus motorglider owner/dealer Rand Vollmer recently flew 1,170 statue miles nonstop at mostly economy cruise settings from Oshkosh to Florida on one 24.5-gallon fill up in his Sinus, 49-foot span motorglider. Color me green with envy and drooling from sheer lust for flight. For the trip, Rand’s average speed was 102 knots. Fuel economy: 50 mpg! He said he had a bit of a tailwind for part of the journey, and just squeaked in under the fall of the twilight curtain. This and other tales I’ve heard about the super-slippery Pipistrel aircraft speak volumes about how you don’t need a lot of engine muscle to have spectacular flights. (Sinus is powered by the 80-horsepower Rotax 912 engine that can use 87-octane "regular" auto fuel. —DJ) Pipistrel’s all-composite airframes are pushing the envelope of aerodynamics for the LSA industry. I know they’ve got some secret tricks up their sleeves, can’t wait to pass those along once I get the go-ahead.

U.S. Pipistrel Sinus motorglider owner/dealer Rand Vollmer recently flew 1,170 statue miles nonstop at mostly economy cruise settings from Oshkosh to Florida on one 24.5-gallon fill up in his Sinus, 49-foot span motorglider. Color me green with envy and drooling from sheer lust for flight. For the trip, Rand’s average speed was 102 knots. Fuel economy: 50 mpg! He said he had a bit of a tailwind for part of the journey, and just squeaked in under the fall of the twilight curtain. This and other tales I’ve heard about the super-slippery Pipistrel aircraft speak volumes about how you don’t need a lot of engine muscle to have spectacular flights. (Sinus is powered by the 80-horsepower Rotax 912 engine that can use 87-octane “regular” auto fuel. —DJ) Pipistrel’s all-composite airframes are pushing the envelope of aerodynamics for the LSA industry. I know they’ve got some secret tricks up their sleeves, can’t wait to pass those along once I get the go-ahead.

Tecnam’s New Entry-Level (and Affordable!) LSA

By James Lawrence || November 9, 2012 Leave a Comment (Edit)

Tecnam's new, low-priced, all-metal Echo Classic Light

Sprung steel gear, 80 hp Rotax 912UL power, 495 lb. useful load.

A 496 lb. useful load, 44 knot clean stall speed.

Tecnam North America’s CEO Phil Solomon dropped me a line yesterday to make sure I heard the news that there’s a new, all-metal, budget-priced Tecnam LSA, just released, that should generate some enthusiasm among the “LSA: too expensive!” crowd. Called the P92 Echo Classic Light it’s priced at $74,999, and that's fly away from Richmond, Virginia "with no added costs for anything," says Phil! "The idea is to meet the needs for pilots, flight clubs and partnerships," he told me, "who want the lowest-cost, fully-built metal aircraft from a major manufacturer." "The structure is identical to all the P92 series (a 20-year production success) but to save weight the control surfaces (flaps, ailerons, rudder, stabilator) are fabric covered. The main gear and nose gear are the same as the Eaglet but to save weight the wheels and tires are smaller. As you know the sprung steel landing gear mated to a metal airframe is excellent at absorbing less than perfect landings!" I think by “as you know” he means he's heard about my landings…doh!…but also that metal airframes have been the standard of General Aviation training for decades precisely for their ability to minimize the embarrassments and damage that the laws of gravity cause. "In line with requests from customers," Phil continued, "the basic plane is day VFR instrumentation only with all extras eliminated. We expect to see typical buyers looking to use low cost add-on options." He noted one of Tecnam's panel packages for the Light will include support for an iPad (customer supplied or from Tecnam) and would "probably" include the following: Panel mount and integrated power supply for the iPad; Levil AHRS (options include ADS-B, WAAS GPS); External antenna; power supply and mount for a hand held radio (customer owned or supplied by Tecnam); Portable intercom mounted with external power supply. "This would give customers a fully functional PFD, GPS, radio, charts, and intercom for a few thousand dollars! We believe that even with some of the other options included we will be the lowest priced, fully functioned SLSA out there from a major manufacturer, Solomon exclaimed!" We also believe that the plane would be highly competitive, price wise, with an RV-7 kit, which has to be built by the customer and may take two or more years to complete," he said. He added that some buyers may choose to buy the basic Echo Classic Light Sport and register it as an ELSA (Experimentally-built). "That would allow them to exercise some creativity but (also) give them the benefits of a factory-built structure which would make it easier to sell later or re-register back as an SLSA." Phil says the plane is already in production in Italy and he hopes to have the first one here in time for Januarys Sebring show in Florida. This can be seen a direct answer to Pipistrels all-composite Alpha, in the mid-to-high $80K range delivered, and has the appeal of that easy-repair metal airframe not to mention a very competitive price. It will be interesting to see how well the bird does. If it proves to be durable enough for flight training, and handles anything like one of my all-time favorite LSA, it's sister-ship P92 Eaglet, flight schools will want to give it close scrutiny. Best good luck wishes to Tecnam: this should be seen as a serious entry in the fun-flying, flight school horse race. Some basics specs: 80-hp Rotax 912 UL; Empty weight 606 pounds; Max takeoff weight 1,102 pounds; Useful load 496 pounds; Tank capacity 11.9 gallons (2nd optional 11.9 gal. tank available); Full fuel payload 425 pounds; Fuel endurance 3 hours; Max level speed 103 knots; Economy cruise 92 knots: Stall clean 44 knots; Mains and nosewheel 4.00 x 4; Sprung steel gear; Manufacturer's two-year or 200-hour limited warranty.

Quicksilver Adds Five Aircraft to FAA Kit List

By James Lawrence || November 8, 2012 Leave a Comment (Edit)

Quicksilver's GT 400 does a hard break over the Sport 2S

Smooth-air, dawn and dusk flying is one of the great pleasures of the ultralight experience.

The MX Sport 2S with struts and full-span ailerons is a treat to fly.

The GT 500 is in the ASTM approval process as an SLSA

Last Spring I had the pleasure of photographing the several aircraft that make up the stable of the re-emergent Quicksilver Aeronautics company. Quicksilver is the once-and-future, Cessna-style flagship of the ultralight industry back in the 70s and 80s, when it sold almost 15,000 single seater and two-seat aircraft kits under the FAA Part 103 regulation. What always blew me away about Quicks, beyond their easy-to-fly, docile performance and truly bugs-in-teeth fun personality was the impeccability of the kits themselves. I haven’t seen one in years, but according to people I’ve talked to, they’re even better than they were back then…and that’s saying something! Quicksilver kits were the epitome of how a kit should be produced for sale. If you ever put together a Revell plastic model then you’ve got some idea of how a Quick kit arrives. All the anodized aluminum structural tubes for example are predrilled, immaculately finished and vacuum shrink-wrapped onto large printed cardboard sheets that individually identify every piece right where it’s “mounted” onto the sheet. Inventory is a breeze, and assembly doubly so, since you don’t cut open any clear blister pack of parts until you actually need them. Believe me, having built my share of hang gliders and ultralights in those days , including several Quicksilvers for a company I worked for, being able to keep track of hundreds or thousands of parts that can easily disappear in the shop is a real boon. Quicksilver kits also really are, by and large, giant Erector Sets. If you’re even halfway decent following instructions, and Quick instruction manuals are wonderfully thorough, you can breeze through the assembly in a matter of a few days, rather than the weeks or months or even years more typical of EABs. You couldn’t be blamed, therefore, for thinking, with this high degree of prefabrication, that Quicksilver kits would stumble on the 51% requirement of the FAA Experimental Amateur Built (EAB) category. Yet just today Quicksilver Aircraft announced five of its kits have just passed the FAA’s EAB criteria. Congrats are due. Joining the ranks EAB aircraft are the Quicksilver MX Sport, MX II Sport, MX Sprint, MX II Sprint, and the Sport 2S. Two models are single seaters and three are side-by-side two-seaters. Check the choices at the FAA list of all Amateur-Built Aircraft kits. In a release, Will Escutia, president of Quicksilver Aircraft, said “FAA’s visit proved the company under new leadership is maintaining the high standards for which Quicksilver has been known.” Ops Chief Dan Perez went on to talk about the two LSA-style models, the GT 400 enclosed single-seater and the GT 500 enclosed tandem two-seater. “Both GT series models have already been approved and, with the MX series, all appear on the FAA’s approved kit list.” That brings the Quicksilver fleet to seven EAB models. Quicksilver, which had quietly soldiered on in the ’90s and 2000′s until Mssrs. Escutia and Perez bought the company, received a fresh infusion of greenbacks and is more aggressively marketing it’s time-proven products. Production will continue in Temecula, California, the long time home of the company. For our corner of the aviation galaxy, the GT 500 will be offered as an SLSA in the future. The company is currently going through the ASTM certification process. Some of you may remember that sunny day at Oshkosh (1993) when EAA’s then-President Tom Poberezny and Lyle Byrum, flamboyant former head of Quicksilver, jointly announced the first-ever aircraft approved by FAA to live under the Primary Aircraft category, which can be seen a kind of precursor to the Light Sport Rule. There are many Quicksilver dealers throughout the country and around the world. Thousands of fun-flying Quicks are flying in nearly 100 countries, with an enviable safety record. Pricing isn’t posted online: Contact your local dealer.

Seaplanes To Be Banned From New Mexico?

By James Lawrence || November 1, 2012 Leave a Comment (Edit)

What?! No seaplane landings in New Mexico? Let's ban all the boats then, too!

Edra's biplane Super Petrel is considering entry to the U.S. market, but perhaps not in New Mexico. photo by David Barrie at PictAero.com

SeaMax was first to achieve SLSA sealplane status.

There’s been a hue and cry from the seaplane community over New Mexico’s proposed ban of all seaplane operations in the entire state! • Especially given next year's rush of LSA seaplanes, this is doubly troubling. —DJ The rationale for the ban, as put forward by the New Mexico Energy, Minerals and Natural Resources Department, would seem to be the danger to boaters from seaplanes landing on water, and the introduction of non-native, invasive species of flora and fauna into waterways in the state. The Recreational Aviation Foundation and other organizations got the word out to seaplane pilots to send in their comments on the proposal. That comment period ended October 30th, and we’ll eagerly await the final ruling. EAA and publications have decried the proposal by noting the literally tens of thousands of non-winged watercraft that all potentially introduce invasive species into the water every day in every state in the union. Does New Mexico plan to ban boats, cars, boat trailers, even people’s shoes, as well? And the accident question is somewhat laughable. Over the last 13 years, as EAA notes, there have been a total of six fatalities from seaplane/boat collisions. That’s not New Mexico, but nationwide. One wonders what other agenda the New Mexico department had in mind when it decided to spend time and money going after seaplanes. The official pending legalese stipulates that seaplanes be prohibited from any water operations — taxiing, landing or takeoff — in any state park. That effectively means the entire state since all waterways are controlled by the New Mexico State Parks Division. Richard Rofe, the North American distributor of the sleek amphibious SLSA, SeaMax sent out the following notice, edited here for space, to pilots and the appropriate officialdom in New Mexico: "To Whom it May Concern — I am a concerned citizen and member of the Sierra Club who not only loves our natural waterways and works to protect them, but also enjoys them via boats and airplanes. I find it hard to believe due to the very small and dwindling population of seaplanes in the US that restricting the waterways in New Mexico is a serious topic up for discussion and possible legislation. The harm that boats can cause to waterways, if not properly regulated, is greater by a magnitude of at least 1000. The amount of damage seaplanes could or would do, is severely limited based on their limited number alone. Yet the few that do exist come in very handy during emergencies and surveying remote areas and offer the ability to reach locations that are hard to access by traditional means. It is also very important to note that seaplane pilots are overall an educated and environmentally concerned group that need the waterways to remain healthy more than the average citizen. I would prefer to see government work with, and not against, groups like this to educate versus restrict. I highly recommend education vs. the blanket closure of waterways as a way of protecting our delicate environment in New Mexico and the rest of the United States." In the lakes of upstate New England, you’ll often find signs, placards and brochures warning of introducing invasive species to the water, with detailed instructions on how to make sure boaters don’t inadvertently do so. Sometimes there’s even a volunteer or official manning a booth to make sure you’re not doing harm by inspecting your boat, kayak, canoe, trailer and so on. Jim promises to update this post once this issue is finalized one way or the other. —DJ

There’s been a hue and cry from the seaplane community over New Mexico’s proposed ban of all seaplane operations in the entire state! • Especially given next year’s rush of LSA seaplanes, this is doubly troubling. —DJ The rationale for the ban, as put forward by the New Mexico Energy, Minerals and Natural Resources Department, would seem to be the danger to boaters from seaplanes landing on water, and the introduction of non-native, invasive species of flora and fauna into waterways in the state. The Recreational Aviation Foundation and other organizations got the word out to seaplane pilots to send in their comments on the proposal. That comment period ended October 30th, and we’ll eagerly await the final ruling. EAA and publications have decried the proposal by noting the literally tens of thousands of non-winged watercraft that all potentially introduce invasive species into the water every day in every state in the union.

Wheels-DOWN Water Landing!

By James Lawrence || October 18, 2012 Leave a Comment (Edit)

I posted this in a comment to my *** SeaMax story yesterday after finding it on an Aussie website. One of the big no-no’s in traditional floatplanes and perhaps (I honestly don’t know) traditional amphibs like the Lake Amphibian and others is landing with the wheels down. On a float plane, it can cause a disastrous nose-over. *** This test was done, guessing from the language, in Brazil during the SeaMax‘s development or perhaps it was a production model. *** Anyway, I thought this was very cool and wanted to share it with you. ***

Raising Kids Propper-Like

By James Lawrence || October 16, 2012 Leave a Comment (Edit)

While looking for images for my RV-12 post the other day, I came across the smile-worthy video below. It was put up on YouTube by an RV-7 owner who treated his little brother to a flight, with some aerobatics thrown in for grins, and what a delight to see the sheer joy on the little guy’s face: no matter what maneuver his big brother pulled in that RV, as soon as he felt the g-load change, he started laughing. My guess is this is one of those future pilots who will be soloing and getting his ticket at the earliest possible age. FYI, technically speaking the RV-7 is an Experimental-Amateur Built aircraft and performs way beyond the LSA envelope. But hey…fun flying is fun flying. *** Enjoy!

Popular RV-12 Kit Now An SLSA!

By James Lawrence || October 15, 2012 Leave a Comment (Edit)

Fresh from 200 kit sales, the new SLSA on the block: RV-12

We’ve been wondering when/if the highly popular *** Van’s RV-12 E-LSA kit airplane would ever be produced as an SLSA. That question is now answered with the newly announced SLSA version, and at a very attractive price: $105,000. *** In addition, 12 “Signature Edition” models with all options at $115,000. The purpose, says Van’s, is to “define and codify the production process.” *** Why is this important news? Van’s has been around the patch more than once. It’s built nearly 8,000 kits and builders are fanatic about them. Flying communities across the country have held building parties to construct numerous kits at the same time, a kind of flying cottage industry. *** More significant to the Light Sport community is the 200 RV-12 kits that have been built and flown to date, as both ELSA and EAB (Experimental Amateur Built), from the quality kits Van’s is famous for putting out. *** Now, through a working agreement with Synergy Air, the SLSA version could benefit from good market timing. Many manufacturers and distributors have struggled mightily through five years of stubborn economic recovery. With indicators pointing to modest but steady growth in the coming months, Van’s announcement could be prescient of a better time ahead for the entire industry. Let us all hope so. Let’s pay attention to that other info bit too: they’ve managed to sell those 200 kits in this crummy economy. That’s a testimony to having an affordable LSA as well as a kudo for the RV series that is so well known for well-appointed kits. *** *** Meanwhile, this is a beautiful plane. We’ll want to get a flight report on it soon as possible. We’ve held off covering it to this point because it’s difficult to report on the flying characteristics of a kit built aircraft with any confidence since builder skills can and do vary widely.Still, the ones we’ve seen at airshows pay off on the vaunted manufacturer’s previous all-metal models. If it flies anything like its siblings, you can expect a lively and enjoyable sport flying experience. Can’t wait to get my hands on one m’self. *** The company announces the following standard equipment: *** Rotax 912ULS engine, Dynon Skyview EFIS (with Mode S transponder and GPS), Garmin SL-40 comm radio, Flightcom stereo intercom, 406Mhz ELT, Flightline interior, and LED lighting for night flight (expect many Private Pilots to fly it beyond the Sport Pilot restrictions). *** Options: wheelpants, ADS-B, two-axis autopilot, premium paint and Oregon Aero seats and interior. *** As the company avers, and I’d say it’s far from idle boasting, “production S-LSA RV-12s will include the benefits of this real-world flight experience (the 200 flying kit versions), rather than just factory testing done by professional pilots.” *** As we’ve seen with Rans Aircraft as well, you can’t help but feel a sense of confidence in overall quality and flyability from companies that have produced so many thousands of popular airplanes. *** Van’s also announces a network of Service Centers for maintenance and repair of the RV-12. *** Get your check-writing pens ready, folks: orders will be taken starting sometime in November, with initial deliveries beginning in early 2013. No five-year wait for these babies!By the way, in case you hadn’t heard of Synergy Air (I hadn’t), the company has put out instructional seminars, videos, and offered builder assistance for RV buyers to complete their kits for years now. They’re located at the Eugene, Oregon airport…my old stomping ground from the ‘70s *** .