Steve Ashby, Author at ByDanJohnson.com

Christophe Gonin and Lucien Angrand Fly From France to OSH in a Gyroplane

By Steve Ashby || August 1, 2024 2 Comments (Edit)

Christophe Gonin and Lucien Angrand, intrepid trans-Atlantic flyers.

Adventurers Christophe Gonin, from La Tour, France and Lucien Angrand, from Ornex, France braved North Atlantic waters to fly from France to Oshkosh to attend the 2024 Airventure. Planning for their journey began two years ago when Christophe, a Magni Gyroplane pilot, set a goal to fly to Airventure in a two place gyroplane. First, he had to research the equipment necessary to make such a trip. He needed a gyro that had a range of at least 300 miles (for the longest over water legs) and that was reliable enough to prevent an unscheduled swim between landing sites. He settled on the Argon GTL (Grand Touring, Long) because it met all those specifications (with some modifications) and because it was long enough to accommodate their gear and survival equipment. The Argon is manufactured in Europe, with about 90 flying world wide (12 in the U.S.).

The intrepid pair left France on April 15, 2024 and made a stop at the Friedrichshafen Airshow in Germany before setting out for the UK. After Scotland and Faroe Island, they landed in Heidi, Iceland. They tooled around Iceland for a while before once again donning their exposure suits to set out across the North Atlantic for Greenland. The gyro landed at Kulusuk, Greenland and then explored the icy island by visiting Narsarsuak, Nuuk and Sisimiut before visiting Baffin Island and then mainland Canada. They crossed over to the United States at Sault Ste. Marie, Michigan. They reached Oshkosh on July 14 after three months of fun flying and adventure. Although they would not trade their flight for the world, they are flying back to France on a commercial airliner.

Badland Ultralight Grows a Nose Wheel

By Steve Ashby || July 31, 2024 Leave a Comment (Edit)

To make up for the added weight, Badland’s founder, Chris Deuel, and his team designed and fabricated light but extremely strong wing ribs using carbon fiber and high-density foam composites. The CF ribs are attached to the aluminum spars using epoxy to provide both a strong bond and isolation from the aluminum and to prevent corrosion. The base price of the Badland ultralight is $17,000, firewall aft. The tricycle gear and carbon fiber rib upgrade will run an additional $3500. For more information, visit the company's website.

https://www.youtube.com/watch?v=0GNbXyuXVbw

A phenom in the ultralight world, the Badland made news at last year’s AirVenture by rolling out its single cylinder 460cc, 39 hp Thumper engine married to its sturdy chrome molly airframe. This year, Badland unveils two major developments, a nosewheel and carbon fiber ribs. The Badland nosewheel design is an homage to the Vans RV-8A original nosewheel and is very robust for its size. The nosegear assembly is welded 4130 steel, holding a 4.00×6 nosewheel. The mini tundra tires for the Badland are actually fabricated in house, giving the aircraft its STOL competitor look. To make up for the added weight, Badland’s founder, Chris Deuel, and his team designed and fabricated light but extremely strong wing ribs using carbon fiber and high-density foam composites. The CF ribs are attached to the aluminum spars using epoxy to provide both a strong bond and isolation from the aluminum and to prevent corrosion.

Wapsi Aero Debuts Multifunction Display at AirVenture

By Steve Ashby || July 30, 2024 Leave a Comment (Edit)

If you are piloting an ultralight or light plane VFR, you really don’t need an artificial horizon or a heading indicator. But you do need airspeed and altitude, and it’d be nice to have that available in a compact, clear, modern package. Even better, you’d like to make sure everything is happy in the power barn, as well as your airspeed and altitude. In the spirit of providing everything you need and nothing you don’t, Wapsi Aero brought a bright and affordable electronic flight instrument that has generated quite a bit of buzz at AirVenture’s ultralight field. The rectangular instrument provides graphical engine data mid screen with airspeed and altitude in legible tape readouts on each side—combining a partial EFIS with an engine monitor. The screen is bright and easily readable, even in direct sunlight. The instrument also provides Hobbs and flight timers as well as battery voltage. Even better, the Wapsi device is designed to fit into the same hole that may currently house a GRT EIS engine monitor—of which there have to be thousands in the field. It has the same physical footprint and the exact same connectors and pinouts. Installation appears to be just that simple: If you have a GRT EIS, swap out the unit and keep all the existing sensors. Add pitot and static lines to get airspeed and altitude. The only parameter the Wapsi units don’t currently support is fuel flow, though that’s in the works. Wapsi currently has instruments for two-cylinder, two-stroke engines ($699), two-cylinder four-stroke engines ($749) and a four-cylinder, four-stroke application ($799). All prices are less probes; the Wapsi devices can use GRT, MGL, VDO and generic thermocouple probes. More configurations are under development. For more information, go to www.wapsiaero.com.

Dragonfly Rancher Gets New Life in Florida

By Steve Ashby || July 29, 2024 4 Comments (Edit)

Dragonfly Rancher, built for work and fun.

There is a two place tandem high wing light plane that looks a little like a single engine AirCam that has been knocking around for over a decade in, of all places, the hang gliding community. This sturdy craft, the Dragonfly Rancher, has been used to tow hang gliders to altitude without the necessity of plunging off a cliff. Developed by Bobby Bailey in the 80s, the Dragonfly earned its position as the premier hang glider tower when Bill Moyes invented a reliable and effective release mechanism for towing use. The Dragonfly Rancher has also been put to agricultural use, as a ranch surveyor and even a spot sprayer. This workhorse has had almost a cult following, with many pilots taking advantage of its beefy construction to perform impressive aerobatics on YouTube. It is designed to take +6 to -2 Gs.

Massive flaperons, hinged mid-chord.

The Dragonfly Rancher design was owned by Pittman Air, LLC. When its founder, Ed Pittman died, a young entrepreneur and aviation fanatic from Dunnellon, Florida, Randy Dorsey, took up the mantle and purchased the company from the family. After making the deal, Randy loaded up all of the materials, tooling and a completed airframe into a trailer and re-homed them from California to Florida, where he hopes to reenergize the design. One look at the Dragonfly Rancher leads to the obvious conclusion that this aircraft is sturdy. Its landing gear looks like it could take a great deal of punishment. Even the tail wheel is massive. Four beefy wing struts support a thick wing. The real story, however, trails the wing. Two giant flaperons are suspended under and behind the wing by five mid chord hinge points, providing lift and excellent controllability up to and even through a full stall. These flaperons also contribute to the Dragonfly’s aerobatic capability.

Pilot evaluator Layla Dorsey says the Dragonfly is more fun than a Skyhawk.

The Dragonfly is powered by a humble Rotax 582. Although some have placed a Rotax 912 on their Dragonflies, Randy states that 65 hp is a good sweet spot for sport flying. So powered, you can expect a comfortable 50-55 mph cruise and a clean stall of 30 mph. Randy says that flaps and power will allow you to motor to a soft landing at 17 mph. Perhaps the best flight review came from Randy’s sweet daughter, Layla (age 13), who reports that the Dragonfly is light on the controls and more fun than a Skyhawk. There you go. The Dragonfly Rancher basic kit, less engine, wheels, brakes, instruments and upholstery, is listed at $35,000. Dorsey plans to offer builder assistance and transition training at his home base in Dunnellon, Florida (X35). For more information, visit baileymoyesdragonfly.com. https://www.youtube.com/watch?v=srqdn3Rcp08

Blackshape Prime Veloce: Speeding at Mach 2 Standing Still

By Steve Ashby || July 26, 2024 3 Comments (Edit)

Blackshape Prime Veloce. Needs a mach meter just sitting there.

Cockpit is available in either Dynon or Garmin.

There are about 70 Prime Veloce aircraft flying in the rest of the world and Blackshape Aircraft, out of Sheridan, Indiana, will be importing them to the U.S. They are hoping to market the Prime Veloce as a completed aircraft, counting on MOSAIC regulations to empower them to accomplish that task. This “mosaic-ready” aircraft will carry 26 gallons of fuel and should be capable of 1,650 feet per minute climb at maximum takeoff weight. Blackshape will list the aircraft, depending on configuration at about $330,000. For more information, visit www.blackshapeaircraft.com.

Sleek, swept tail.

There are a lot of sexy looking airplanes displayed at AirVenture, but a sure front runner for sleekest looking plane around is the Prime Veloce all-composite, two-place tandem retractable sport plane from Monopoli, Italy. This little speedster is powered by a Rotax 915 iS and is listed as capable of a 170 knot cruise speed. It stalls at 45 knots with full flaps and 57 knots clean. There are about 70 Prime Veloce aircraft flying in the rest of the world and Blackshape Aircraft, out of Sheridan, Indiana, will be importing them to the U.S. They are hoping to market the Prime Veloce as a completed aircraft, counting on MOSAIC regulations to empower them to accomplish that task. This “mosaic-ready” aircraft will carry 26 gallons of fuel and should be capable of 1,650 feet per minute climb at maximum takeoff weight. Blackshape will list the aircraft, depending on configuration at about $330,000.

Scissortail Aerosport Unveils Two-Place “MOSAIC-Ready” Gogetair G-750 At AirVenture

By Steve Ashby || July 22, 2024 2 Comments (Edit)

Shannon Hankins, former C-130 driver and now President of Scissortail Aerosport, shows off their new Gogetair G-750. This one costs $298,500.

Swept wingtips, a wasp waist, a sleek tail and gull wing doors draw attention.

The two place Gogetair G-750 that Scissortail brought to AirVenture flies behind a Rotax 914 Turbo and a Woodcomp electric variable-pitch prop. Scissortail’s President, Shannon Hankins, states that the customer can also order a Rotax 915 and a hydraulically powered MT constant speed prop. The panel wears a Dynon HDX EFIS, but can be ordered with the Garmin G3X. This design features a fuselage roll safety cage and a whole airframe parachute. The Gogetair G-750’s most attractive trait, however is it’s eye-catching design, sporting swept wing tips and gull wing doors. One can’t help but think that if Porsche and Cirrus had a baby, it would look something like this. For more information visit www.scissortailaerosport.com

A Dynon HDX anchors the panel (Garmin also available).

Scissortail Aerosport company, out of Tulsa, Oklahoma, imports sleek composite aircraft from Slovenia. Last year, they brought a sleek four place low wing to AirVenture that was well-received. This year, they imported an even sleeker and, dare we say, sexier looking, two place speedster that promises to be “Mosaic ready.” Named the GOGETAIR G-750, this little sportster trues out at 138 knots at 10,000 feet and stalls at 54 knots. The two place Gogetair G-750 that Scissortail brought to AirVenture flies behind a Rotax 914 Turbo and a Woodcomp electric variable-pitch prop. Scissortail’s President, Shannon Hankins, states that the customer can also order a Rotax 915 and a hydraulically powered MT constant speed prop. The panel wears a Dynon HDX EFIS, but can be ordered with the Garmin G3X. This design features a fuselage roll safety cage and a whole airframe parachute. The Gogetair G-750’s most attractive trait, however is it’s eye-catching design, sporting swept wing tips and gull wing doors.

Cicaré 8 Kit Helicopter Debuts at AirVenture

By Steve Ashby || July 21, 2024 2 Comments (Edit)

It is hard to miss the sexy, sleek, Ferrari-red two-place helicopter on the Ultralight field at AirVenture. It’s new, it's beautiful, and, as it turns out, it is a kit which can be completed in 200 hours, or even faster at a Cicaré builder assist facility. The two-place Cicaré 8 helicopter is appearing at AirVenture for the first time, made possible by Keith Barr, the President and CEO of the newly formed Cicaré USA corporation.

If the Cicaré name rings a bell, it is because of Augusto Cicaré, who moved from Italy to Argentina at age 19 to start and build what is now the storied Cicaré Helicopter Company. Cicaré has been designing and building helicopters for the Argentinian civilian and military since the early 1960s. Although Augusto died in January of 2022, his sons have continued the business, with great success.

The two place side by side Cicaré 8 was designed in Argentina in 2015. About 20 ships are flying in Europe and South America. Last year, helicopter pilot and entrepreneur Keith Barr teamed up with Cicaré Argentina to form Cicaré USA. The USA home office is located at Flying Eagle Airport north of Reno, near Stead airfield, the storied former home of Reno Air Racing. Keith brought N81UH to Airventure and it has been a hit since the skids touched grass on the Ultralight field.

The Cicaré 8 is built for performance, its two bladed main rotors spin at 570 RPM and the tail rotors buzz in at an amazing 2010 RPM. With a Rotax 915 IS engine, the Cicaré can cruise at 80 knots and hover out of ground effect at more than 6,000 feet. The ship’s service ceiling is listed at 10,000 feet. The busy Rotax sips fuel (auto gas) at about 4.5 gallons per hour and its 18 gallon tanks will give you a range of nearly 300 nautical miles (with a little reserve).

The big story about the Cicaré 8 is its design and build quality. This does not look like a kit built helicopter, unless you limit your universe to grand champion builds. The fuselage skins and all of the blades are made from carbon fiber. The main rotor control rods come up from the swash plate through the hollow rotor mast, resulting in reduced drag (this design was originally patented by Augusto Cicaré years ago). The tail rotor transmission is an elegantly designed work of art.

In the cockpit, the pilot (who solos from the right seat) is treated to a correlated throttle. Once 70% power is pulled on the collective a switch (on the end of the collective) is pushed and the throttle governor takes over through all regimes of hover and flight. The Kanardia Pilot’s Flight Display and moving map are complemented by a separate engine information system. The big four helicopter gauges (Vertical Speed, Altitude, Airspeed and Rotor/Tach RPM) are electronically depicted at the top of the panel as traditional and familiar large round instruments.

In the “you’ve never seen this before” department, Cicaré has four video cameras positioned around the fuselage that give the pilot unprecedented situational awareness close to the ground. For the first time, a helicopter pilot will be able to hover and have a video view of his tail rotor right there on his Pilot’s Flight Display. This innovative design should help reduce the number one cause of hovering accidents, tail rotor strikes.

How does the Cicaré 8 handle? Keith Barr, who has about 60 hours in the aircraft, says it has light controls, about half way between a Robinson R-22 and a Schweitzer 300. How much does a Cicaré 8 cost? A complete kit, with engine, interior, panel, as shown and one com radio will go out the door for $220,000. Once MOSAIC rules are implemented, Barr intends to build ready to fly ships, but at this price and with such a low build time, the kit-built route seems very tempting. For more information, see www.Cicare-USA.com

It is hard to miss the sexy, sleek, Ferrari-red two-place helicopter on the Ultralight field at AirVenture. It’s new, it’s beautiful, and, as it turns out, it is a kit which can be completed in 200 hours, or even faster at a Cicaré builder assist facility. The two-place Cicaré 8 helicopter is appearing at AirVenture for the first time, made possible by Keith Barr, the President and CEO of the newly formed Cicaré USA corporation. If the Cicaré name rings a bell, it is because of Augusto Cicaré, who moved from Italy to Argentina at age 19 to start and build what is now the storied Cicaré Helicopter Company. Cicaré has been designing and building helicopters for the Argentinian civilian and military since the early 1960s. Although Augusto died in January of 2022, his sons have continued the business, with great success. The two place side by side Cicaré 8 was designed in Argentina in 2015.

Forty-Year-Old Ultralight Still Flying At AirVenture

By Steve Ashby || July 21, 2024 Leave a Comment (Edit)

Ultralight pilot/restorer Mike Ostrander with his 40 year old Quicksilver MX.

At the 1993 EAA annual convention (long before they called it AirVenture) a young dreamer walked the ultralight grounds with hopes of someday building and flying an ultralight aircraft. On row 1 in front of the Ultralight Barn, Mike Ostrander spotted a well worn Quicksilver MX with a for sale sign. A short negotiation later, Mike, was the proud owner of an ultralight rebuild project. With the help of his father, he disassembled the Quick and brought it home to commence the resurrection. He also built a trailer for the Quick with the intention of avoiding hangar fees. Mike’s yearlong restoration and construction efforts paid off when he brought his Quicksilver to Oshkosh in 1994. He brought home an honorable mention award in the ultralight category. On top of that, he won the EAA 1997 Reserve Grand Champion and another honorable mention in 2004. On the ultralight flight line at AirVenture this year, the Quicksilver still looks as new as the day he finished its restoration in 1994. Mike has mastered the art of de-trailering his Quick and assembling it for flight. He says it takes him only 50 minutes solo, but an hour and a half is someone “helps.” Mike’s favorite flights take place after harvest in rural Illinois, flying low over mown fields and surprising the unsuspecting coyote. Mike will relate the story of his decades of flight in a forum at the Ultralight Tent on Wednesday at 10:00 a.m.

Look Out — A Hybrid Merlin is Coming!

By Steve Ashby || July 10, 2024 17 Comments (Edit)

First introduced in Europe in 2013, the all aluminum single seat enclosed cabin Merlin LSA has sported a variety of engines, including a Rotax 582, a specially built four stroke V-twin and even an electric motor. In fact, the Merlin airframe has served as a test bed for all kinds of propulsion and aerodynamic innovations. At AirVenture 2023, Aeromarine chief designer Chip Erwin even showcased a Merlin model with twin propellors imbedded in the wings. Erwin promises an even bigger surprise at Oshkosh later this month: a common-sense hybrid propulsion system for the Merlin. Erwin, who has done work for the Air Force Research Lab in Dayton, Ohio, has developed a parallel hybrid drive system for light sport aircraft that utilizes an electric motor to add to thrust generated by a

The electric motor is built into the belt reduction drive!

piston engine during takeoff and climb, but shuts down during cruise. He points out that a major limitation of all electric aircraft is the need to lug around a heavy battery capable of providing thrust for a limited period of time. The advantage of a piston engine is that it can provide the reduced thrust necessary for cruise flight in a lightweight package, utilizing a relatively small amount of fuel. A typical flight plan for the hybrid system would entail using the piston engine, supplemented by the parallel electric motor, to provide the combined thrust necessary for takeoff and climb. Once a cruise altitude is reached, the electric motor would be shut down and cruise would be accomplished on the piston engine alone. Erwin points out that the electric motor would be free wheeling during cruise flight (through the use of a sprag clutch) resulting in insignificant drag to the thrust produced by the piston engine. This parallel thrust setup allows the use of a smaller, lighter and more fuel efficient piston engine, supplemented by a light weight electric motor. Since the electric motor is only used for takeoff and climb, it utilizes a fairly small battery, which is recharged by the gas motor during cruise. Formula One race cars have been utilizing this concept for the past several years, using a small but powerful electric motor to provide added torque for critical phases of each race such as the standing start and powering out of corners. The Formula One batteries for these cars are the size of a laptop battery, discharging their energy for relatively short bursts and being recharged on the straights.

The electric motor components of the drive.

The parallel hybrid system is designed to provide greater efficiencies for light sport aircraft, resulting in lighter weight and increased range. We should be able to see it all in person at Airventure, where Erwin promises an impressive display.