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Up or Down? How Flies the Light Aircraft Industry in this Strange Year?

By Dan Johnson || October 8, 2020 1 Comment

In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs. In this third quarter report for the calendar year, I'll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus. The short answer: some are doing surprisingly well.

Light-Sport Aircraft

Before I launch into an analysis, I must extend grateful thanks to Datastician Extraordinaire, Steve Beste, who does such a comprehensive job compiling and demystifying data from FAA's aircraft registration database. I've told you before how much sorting and sifting must be done to take this publicly-available information and make it into the charts and graphs you see on Tableau Public (where you can drill down through all the data right to the individual airplanes being counted).

It bears repeating. You can go poke around FAA's database yourself …but while you access the same information you won't get the same details as we have here without a lot of work. What you see here is thanks to Steve's noteworthy skills at organizing data and solving the puzzles made by aircraft with varying registration information. To better understand Steve's marvelous work, read this early article after we began working together. Data hounds (you know who you are) may also want to read how Steve does his work.

Steve summarized, "Some [producers] are doing stupendously better than last year. Others, not so much." Some, like "Most Improved" Texas Aircraft, which more recently arrived on the market with their Colt, registered their first SLSA in 2019 so a very small increase in registrations makes for a big percentage increase." See the nearby chart to see which companies are soaring high in 2020 along with those matching last year's pre-Covid results. As you can see, quite a few companies are surviving this economic punishment quite well. On the downside, Pipistrel and Icon have dropped sharply in registrations during 2020.

Sport Pilot Kit Aircraft

"Sport Pilot kits" is a term I invented to designate those kit-built designs that can be flown by someone with a Sport Pilot certificate or a pilot using those privileges, for example, not needing a medical nor having to qualify for BasicMed. Using the term Sport Pilot kits omits aircraft that are too fast, too heavy, or too complex. Contrarily, Sport Pilot kit models compare fairly to and can be correctly associated with Light-Sport Aircraft.

Magni's M-24 Orion side-by-side gyroplane is seen here fitted with Beringer's innovative "Shock Wheels."

"Kit aircraft have a long delay between sale and registration, so for them, we're looking at a very lagging indicator here," Steve wrote. As a proxy for sales, registration data in any given year is more timely for factory-built makes.

Among kit builders, Sonex, Just, Zenith, Kitfox, Quad City, Progressive Aerodyne, Van's, and Rans are holding their dominant positions. Among what I call "Alternative Aircraft," Magni gyroplanes, Powerachute powered parachutes, and weight shift manufacturer Evolution Trikes are all having a solid year. Evolution's Larry Mednick was particularly upbeat in an interview I recorded with him at Midwest LSA Expo (watch for that video soon). His biggest success? Single place trike models, many of which don't show up in the nearby chart as they are Part 103 vehicles. Conversely, CubCrafters and American Legend are not as strong as in recent years, a problem shared by gyroplane producers AutoGyro and SilverLight. For pilots, this indicates you won't need to wait as long to get a new aircraft. On the other hand, one busy kit manufacturer recently quoted 18 months for delivery. That customer doesn't want to wait a year and half to start building and will look elsewhere, he said.

Regretfully, No Part 103

I have long loved Part 103 machines as they enjoy far less restrictions. One non-requirement is to register your ultralight vehicle with FAA. As a result we have no data on these aircraft — a terrible shame because they appear to be one of the most active aircraft segments in recent years. In 2020, I might guess, based on interviews with several producers, that Part 103 is a leading element in this strange year's achievements.

For complete data on all aircraft in this space, please visit Tableau Public. Please remember the figures for 2020 are only for nine months.

However, we can compare registrations of the major GA single-engine piston aircraft with those of our LSA-like aircraft. Another term, "LSA-like," groups fully-built SLSA with kit version ELSA with 51%-rule kits to form a unique segment. It is this bunch, along with ultralights, that keeps my complete focus. "We see that overall, registrations of LSA-like aircraft account for more than half of the single-engine piston aircraft registered so far this year," wrote Steve after analyzing data for all single-engine piston aircraft registrations in the United States.

Thanks to Eagle Air Sports for this fetching action photo of a Powrachute launching.

"Comparing charts — with-GA and without — I see 506 registrations of LSA-type aircraft in 2020 and 358 registrations of GA aircraft in 2020," Steve noted. "Thus, registrations of LSA-type aircraft account for more than half of the single-engine piston aircraft registered in 2020, 59% from data analyzed for this report." He further observed that he ignored single-engine kit aircraft that cannot be flown by a Sport Pilot (for example, Lancair and Van's Aircraft's faster models). Cirrus (161 registrations in nine months of 2020) and Cessna (92) still register more airplanes than any single LSA make. Piper (27) , Aviat (15), Champion (10), and Beechcraft Bonanza (6) are much smaller and after that it tapers off sharply. Singling out Piper, the low-wing aircraft builder has seen their single engine piston sales plummet from 172 last year to a projected 36 this year, a drop of almost 80%. In all, however, the light aircraft industry appears to be surviving the Covid mess better than I might have expected. That means better health for industry and more smiles for pilots. ?

By any measure 2020 has been an unusual year. While millions were thrown out of work by lockdowns to prevent the virus from spreading, we all read or hear that plenty of other workers can work from home or have businesses that cannot be restricted by government decrees. In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs. In this third quarter report for the calendar year, I’ll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus. The short answer: some are doing surprisingly well. Light-Sport Aircraft Before I launch into an analysis, I must extend grateful thanks to Datastician Extraordinaire, Steve Beste, who does such a comprehensive job compiling and demystifying data from FAA’s aircraft registration database.

Flying for You … Video Pilot Reports

By Dan Johnson || December 3, 2017 2 Comments

Sometimes I am told I have the best job in the world. Hmm, could be.

Let the sun shine in… Flying with Glasair Sales Manager, Kyle Martin in the storied kit builder’s first factory-built aircraft, Merlin LSA.

My work entails some of those things no one truly loves, like paying bills, but it also involves flying airplanes for review. That part is indeed quite a pleasure. In this post, I want to tell you what I flew at the DeLand Showcase 2017 plus a little about how we do these VPRs or Video Pilot Reports. For many years, I wrote such things for print. That still happens but most of my reporting now goes online and my more detailed pilot reports have significantly — though not exclusively — gone to video …hence “VPR.” At DeLand 2017, I went aloft six times, five to evaluate aircraft and once on a photo (and video) mission. Video reporting consumes much more time than an interview, 30 minutes or more simply to attach some or all of our eight Garmin VIRB cameras inside and outside the subject aircraft. Especially, securing cameras on an aircraft’s exterior has to be done with care. Taking all the cameras and mounts off is far faster.

(Top left, clockwise) Steve Minnich in Evektor’s Harmony; Alex Williams in Aeropilot’s L600 (Alex deserves special mention for a superlative job of demonstration flying); Rand Vollmer in Pipistrel’s Sinus; and, Aerosport’s Jeremy Knoll in Sling LSA.

VPRs will be coming on Evektor’s Harmony, Aeropilot’s L600, The Airplane Factory’s Sling LSA, and Pipistrel’s Sinus motorglider. The photo/video shoot gave Videoman Dave the footage he needs for a video about Flight Design’s CTLSi. Gathering the flying experience and the footage are up-front exercises but then the real video work begins: editing. I think you should be very glad Dave is willing to sit in a darkened office for hour after hour after hour to assemble these videos. Your interest in them makes the work worthwhile and your support of this website and Videoman Dave’s YouTube channel are deeply appreciated.

Gone Flying!

Once aloft, I try to go through a uniform regimen of evaluations. The routine can vary by aircraft, for example, flying the Pipistrel motorglider had to involve shutting down the engine and feathering the prop. You don’t, in fact are not allowed, to do the latter on most LSA. Even entering the aircraft varies if it is a high or low wing.

Tom Peghiny of Flight Design USA handled the flying chores while I photographed another CTLSi carrying Videoman Dave and his camera.

Performance and stability checks include — but, as lawyers love to write, “may not be not limited to” — handling qualities, high speed flight, slow flight (both while checking various engine parameters such as temperatures and fuel burn), slow flight, steep turns, and a thorough group of stalls: approach and departure stalls as well as accelerated, or turning, stalls. I fly on whichever side of the aircraft the representative pilot does not wish to fly. As a former flight instructor I am comfortable in either seat. Before or after I do my routine, I generally ask the rep’ pilot to show me anything he or she would perform in a purchase demonstration flight. Once in a while this gets especially interesting. As with the videos interviews I conduct — which often result not just in a video but also a post (or even a print magazine article) — I try to ask the questions you would ask if you had the opportunity that I have. Hey! As stated at the outset, I agree I have a pretty cool job. Thanks SO much for reading posts and articles, for watching videos, and generally for supporting this work. If you really want to help, please consider membership but I’ll end the pitch and repeat my gratitude for clicking or tapping your way to this website.

HAPPY FLYING!

Sometimes I am told I have the best job in the world. Hmm, could be. My work entails some of those things no one truly loves, like paying bills, but it also involves flying airplanes for review. That part is indeed quite a pleasure. In this post, I want to tell you what I flew at the DeLand Showcase 2017 plus a little about how we do these VPRs or Video Pilot Reports. For many years, I wrote such things for print. That still happens but most of my reporting now goes online and my more detailed pilot reports have significantly — though not exclusively — gone to video …hence “VPR.” At DeLand 2017, I went aloft six times, five to evaluate aircraft and once on a photo (and video) mission. Video reporting consumes much more time than an interview, 30 minutes or more simply to attach some or all of our eight Garmin VIRB cameras inside and outside the subject aircraft.

The Airplane Factory USA’s Sling Flying Machine Continues to Climb

By Dan Johnson || September 12, 2017 Leave a Comment

"Oshkosh is all about airplanes, right?" asked The Airplane Factory USA's Jean d'Assonville. I loved his remark since that is how we promote ByDanJohnson.com. "It's all about the airplanes!" is how we modeled our line after Apple's Steve Jobs famously said, "It's all about the music," when promoting iPod (remember those!?) in the early 2000s. Jean — one of the TAF heroes who has done long portions of the South African company's several (yes, several!) flights all around the globe — went on to write, "This was my third Oshkosh and what rang true for me is that Air Venture is actually all about people who love airplanes! It is the people who dream them, build them, fly them, polish them, sleep in or under them and just simply love them. Yes, it's the people!" Jean is right. The airplanes are the main message here and at AirVenture but they exist to give satisfaction, education, and inspiration to those who fly our wonderful light aircraft.

The Airplane Factory USA's Sling Taildragger.

The Airplane Factory USA assembled a team of ten to man the stand. "It's always enjoyable sharing the Sling story because it is a pilot's airplane that has been refined by pilots for pilots," observed Jean. TAF-USA reported that their Midwest SkySports' build center had two of their beautiful Sling 2 LSA on display. In addition, the Southern California company based at the famous Torrance Airport (near Los Angeles) brought the legendary Sling 4-4-40, a four seat model that was built from a kit in 4 days by 40 people. Their main display was in the kit-centric North Aircraft Display area but TAF-USA also had an exhibit in the ultralight arena, now commonly called the Fun Fly Zone. Jean discovered a fact of Oshkosh. "As a demo pilot during the Air Venture, it's really exciting — but quite stressful — flying in the extreme traffic with only 500 feet of vertical separation while only listening (not talking back) on the radio," he said. "It was worth it, though. Almost everyone that went for a demo flight has purchased or is in the process of purchasing a Sling aircraft or a kit."

Vastly easier demo flying can be done at events like the just-concluded Midwest LSA Expo in Mt. Vernon Illinois. "Our dealers, Midwest SkySport of Caro, Michigan and AeroSport of Wonder Lake, Illinois were present with their Sling Light-Sport Aircraft!" Slings have mid-range pricing among all LSA but that makes them, in my opinion, fairly priced. Nonetheless, if you don't a hundred grand laying on your kitchen counter you might need an option and TAF has one. "You can now finance a Sling LSA for less than $900 a month*," the company said. A new Sling is therefore about the same monthly payment as a luxury automobile, although with a longer payment period:

Sling LSA Basic - $135,000 (approx. $880/mo.)
Sling LSA Garmin VFR - $142,000 (approx. $920/mo.)
Sling LSA Garmin IFR - $165,000 (approx. $1,060/mo.)

* With 20% down, 15 year term, fixed rate as low as 5.24% (4.99% with 25% down) through AOPA Finance.

To keep up with demand and spark more TAF-USA hired Barry Jay as North American Sales and Marketing Manager, who will work closely with Matt Liknaitzky and Jean D'Assonville. "Barry comes to us with decades of experience in the general aviation and automotive industries," said The Airplane Factory USA. Jay has sold new Piper and Mooney aircraft, managed Lexus national advertising and worked with Toyota's aviation business development department." A private pilot with over 900 hours, Barry has been a member of the Sling Flying Club for over four years and has been a strong promoter of The Airplane Factory brand. An FAA Safety Team Representative, Barry was also recently reelected to the post of President of the Torrance Airport Association for a twelfth term.

“Oshkosh is all about airplanes, right?” asked The Airplane Factory USA‘s Jean d’Assonville. I loved his remark since that is how we promote ByDanJohnson.com. “It’s all about the airplanes!” is how we modeled our line after Apple’s Steve Jobs famously said, “It’s all about the music,” when promoting iPod (remember those!?) in the early 2000s. Jean — one of the TAF heroes who has done long portions of the South African company’s several (yes, several!) flights all around the globe — went on to write, “This was my third Oshkosh and what rang true for me is that Air Venture is actually all about people who love airplanes! It is the people who dream them, build them, fly them, polish them, sleep in or under them and just simply love them. Yes, it’s the people!” Jean is right. The airplanes are the main message here and at AirVenture but they exist to give satisfaction, education, and inspiration to those who fly our wonderful light aircraft.

Video — BushCat Is Fun and a Bargain!

By Dan Johnson || February 12, 2017 Leave a Comment

Tougher, but not impossible. In fact, I've long maintained that we do have more reasonably priced LSA for sale but some folks want the more expensive, every-bell-and-whistle aircraft even while they resist the prices such gear costs. Our PlaneFinder 2.0 feature tries to address this with a price above-or-below $100,000. Even determining that can be difficult as some aircraft offer most optional equipment as standard while others prefer a very basically equipped airplane for a low price and let buyers add the stuff they want. Fair enough; a free market in aircraft should offer more choices and let the buyer decide.

One company has a great value for you and a longtime American representative to sell it. The company is South Africa's SkyReach and their Wisconsin-based U.S. distributor AeroSport sells the BushCat. It is not a carbon fiber speedster. It is a very modestly priced aircraft that flies well, performs well, and has hundreds flying around the world for many years.

At the 2016 edition of the Mid-West LSA Expo, I got to fly BushCat with AeroSport partner Jeremy Knoll and the video below attempts to fill in some of the details.

Normally I stay away from price quoting as these figures change and, as noted above, stating a price means determining what is "standard equipment," what is "optional," and what you likely want... the latter being an impossible task since I am not you and as I have no idea what you want today (which itself could change tomorrow). Nonetheless, I'm stepping out on the thin ice to at least put it in perspective. Check with the company for current pricing.

I referred to Aerosport's price sheet and you can dig into the details yourself if interested.

As of November 2016, the starting price for BushCat is $65,400 for a Special LSA ready-to-fly model using the 80-horsepower Rotax 912. That engine is perfectly fine and can use 87-octane auto gas for low-cost, highly-reliable operation. Yet for only $67,600 you can have 20 more horsepower, so nearly everyone selects this option. Those low prices include basic analog instruments and are enough for most recreational aviators. If you like traveling with digital instruments and a transponder to handle certain FAA airspaces, you can spend $1,500 to $5,000 for a fairly deluxe panel or for much less choose an iPad and a flight app as an alternative.

A three-blade prop, a parachute, lighting, and cabin heat will bid the price up further but you can still stay in the $75,000-range. Even an amphibious float-equipped BushCat can be had for $105,000. From my viewpoint, BushCat is one of the great bargains of the LSA space.

An observation: BushCat is priced almost exactly where everyone seemed to expect back in 2004 after adjusting for inflation. That ain't bad.

To learn more about BushCat from SkyReach and to get views inside and out plus flying footage, catch the video below.

Are Light-Sport Aircraft too expensive? With yellow taildraggers from some companies exceeding $200,000, it certainly sounds so. Gorgeous and modern carbon fiber LSA run $125,000 to $180,000. So, yeah, if your budget is leaner or if you merely want to keep the price tag down for a recreational aircraft, it’s tougher than imagined before the SP/LSA regulation was announced in 2004. Tougher, but not impossible. In fact, I’ve long maintained that we do have more reasonably priced LSA for sale but some folks want the more expensive, every-bell-and-whistle aircraft even while they resist the prices such gear costs. Our PlaneFinder 2.0 feature tries to address this with a price above-or-below $100,000. Even determining that can be difficult as some aircraft offer most optional equipment as standard while others prefer a very basically equipped airplane for a low price and let buyers add the stuff they want. Fair enough; a free market in aircraft should offer more choices and let the buyer decide.

SkyReach (Aerosport) — BushCat

By Dan Johnson || February 11, 2017 Leave a Comment

If you've been saying that Light-Sport Aircraft are too expensive, here is an airplane that may force you to readjust your thinking. While some carbon fiber beauties are indeed rather costly, BushCat has always been one of the true bargains. True, it is simpler in construction but that also means it is lighter which helps it perform well. In early 2017, BushCat starts at just $65,000 ready-to-fly. By any measure that's a bargain. Find out more detail in this video from the Midwest LSA Expo 2016.

If you’ve been saying that Light-Sport Aircraft are too expensive, here is an airplane that may force you to readjust your thinking. While some carbon fiber beauties are indeed rather costly, BushCat has always been one of the true bargains. True, it is simpler in construction but that also means it is lighter which helps it perform well. In early 2017, BushCat starts at just $65,000 ready-to-fly. By any measure that’s a bargain. Find out more detail in this video from the Midwest LSA Expo 2016.

SkyReach — BushCat with higher gross (2015)

By Dan Johnson || August 19, 2016 Leave a Comment

BushCat has long be both a very interesting design with features you will not find on other aircraft and it has a price point that most can consider. Prices changes so check with the supplier, but at $65,000 in 2015, BushCat deserves your examination. Now, it is even more capable with a new gross weight hitting the upper limit of 1,320 pounds meaning you can carry two 200-pound occupants and 65 pounds of baggage or other gear. Have we got your attention now?

SkyReach (formerly Rainbow) — Bush Cat (2013)

By Dan Johnson || August 19, 2016 Leave a Comment

If you're looking for a Light-Sport Aircraft that doesn't cost an arm and a leg, you need look no further than the SkyReach Bush Cat. How does less than $49,000 sound? (This is actually better than we were expecting back in 2002, even without factoring in time value of money.) Known to Americans as the Cheetah, a few organizational changes have occurred and new choices are now available. Watch for the latest news.

If you’re looking for a Light-Sport Aircraft that doesn’t cost an arm and a leg, you need look no further than the SkyReach Bush Cat. How does less than $49,000 sound? (This is actually better than we were expecting back in 2002, even without factoring in time value of money.) Known to Americans as the Cheetah, a few organizational changes have occurred and new choices are now available. Watch for the latest news.

SkyReach — Bush Cat (2012)

By Dan Johnson || August 19, 2016 Leave a Comment

SkyReach is a new company that took over from Rainbow Aircraft that became known for their low-priced Cheetah. Bush Cat is a slightly changed model (5% different) including stronger undercarriage structure, tires, brakes and more. Hear what the other differences are as we speak to the company representative. Also get an explanation for the flashy wing decoration. And, no, they still maintain the bargain price. Check it out!

Rainbow Aircraft — Cheetah (taildragger)

By Dan Johnson || August 19, 2016 Leave a Comment

Rainbow Aviation hails from South Africa, a long ways away. But in Wisconsin, Midwest Sport Aviation represents the far-off brand with local service. At the Midwest LSA Expo 2011 they announced a new dealer (Aero Sport Planes) and we discussed kits and fully built plus taildragger options for this remarkably low-priced LSA ($35,000 to $60,000).

2 LSA Brands — Very Low Cost

By Dan Johnson || August 19, 2016 Leave a Comment

Price is important; no surprise. But you also want an aircraft that will deliver the enjoyment of flight. Lucky us; we have two models to show you that provide plenty of flying fun but do so at very modest cost. They're simpler, sure. But these airplanes cost today what we thought LSA were going to cost back in 2003... and that's pretty amazing. Come with us and take a look at the X-Air LS and the Rainbow Aircraft Cheetah.

Price is important; no surprise. But you also want an aircraft that will deliver the enjoyment of flight. Lucky us; we have two models to show you that provide plenty of flying fun but do so at very modest cost. They’re simpler, sure. But these airplanes cost today what we thought LSA were going to cost back in 2003… and that’s pretty amazing. Come with us and take a look at the X-Air LS and the Rainbow Aircraft Cheetah.

Rainbow — Cheetah

By Dan Johnson || August 19, 2016 Leave a Comment

One of the simpler yet distinctive airplanes in the LSA category is the Rainbow Aircraft Cheetah XLS, which won SLSA approval in September 2009. Manufacturered in South Africa, Cheetah is sold in the USA by Midwest Sport Aviation of Wisconsin. The lightweight LSA offers eye-catching styling and unique features like fold-down armrests with a throttle handle at the end.

LSA “Market Failing” Statement and My Response

By Dan Johnson || June 18, 2016 3 Comments

This month, I had an email exchange with a leader in aviation. I debated if I should reply. For a time, I did not but I felt compelled given the person's stature. I was driven to attempt informing those this individual might influence. I further pondered if I should write an article about it, but I feel one must confront potential errors if for no other reason than to promote healthy dialogue.

Cessna Skycatcher sold briskly for a time but was withdrawn from the market after more than 270 were delivered. Is that a failure?

I am not to going reveal with whom I had this exchange. Personality isn't important to the discussion but this person expressed what I suspect represents the opinion of a fair share of general aviation pilots, at least those who have not fully explored recreational aircraft such as LSA, or light kits, or ultralights. The following comes from our second round of email. In the first, the writer referred to LSA "market failings" and I asked what was meant. The person wrote, "As for the 'LSA market's failings,' I'll point to a few: Cessna Skycatcher dead and gone, Piper and Cirrus both abandoned the market after fitful starts." My reply: I would not in any way call those market failings. I would call them the market functioning quite perfectly. Cessna Skycatcher was not the product the market wanted; even their own dealers or flight schools generally didn't embrace it. As they worked on the design, people told them they made poor choices (engine, vertical tail volume, more) but Cessna felt they had to do it their way. I write this a big fan of Cessna; I did much of my early flying in Cessnas, have flown them many hundreds of hours, and I've owned three. Rather than develop their own model, Piper chose... to contract with Czech Sport Aircraft to rebadge their existing SportCruiser LSA as the PiperSport. They sold more than 70 in one year. I'm not sure that qualifies as a market failing.

Cirrus planned to represent the company-named SRS. This model flew for years before in Europe and still does as the Fk14 Polaris. It may return to the USA under the European name and will be represented by Hansen Air Group.

Cirrus also selected an existing model. However, they insisted on "Cirrus-izing" their SRS model and got so deeply into it that they never made it to market. That model, known as the FK Lightplanes FK14 Polaris is quite successful in Europe. It comes from a manufacturer still producing, one that has been in business quite profitably for nearly 30 years. Therefore, I'd hardly call that a market failing either. I implored of this other aviation leader... "Market failing" is such a negative term, especially when it may be incorrect. I hope you will consider not repeating it. Let's keep it positive. I could not rest with the preceding. The naysayer's general viewpoint appears to represent what I'd call a common myopia among American pilots who fail to consider the rest of the world. Here is a link to an article recently published by General Aviation News that gives more detail. Summary factoid: In 2014, the General Aviation Manufacturers Association (GAMA) reported deliveries of 969 single engine piston certified aircraft worldwide. For comparison, LSA-like aircraft sold around the world in that year exceeded 3,000 units. The negativity continued with the other writer stating, "Several of the LSAs that remain on the market have poor flying qualities... and prices for LSAs are higher than what was anticipated at the start." My reply: Yes, some LSA prices are much higher than we once expected but most of those are all-carbon-fiber, full glass-paneled aircraft with autopilot, ADS-B out, airframe parachutes, leather interiors, and more such deluxe equipment that customers demanded. As we all know, such fancy gear adds considerably to prices even without high certification costs.

For a few months named PiperSport, the more permanently named SporCruiser was previously and is still successfully represented by U.S. Sport Aircraft.

We also have perfectly airworthy (as judged by FAA designees) and fun to fly airplanes available for $50-75,000, which, given inflation, is actually less expensive than we forecast. Those prices are for three axis, fixed wing aircraft but if you will accept a gyroplane (still only a kit LSA, due to FAA's reluctance to fix this), a weight shift aircraft, or a powered parachute, the prices can be much lower. You may not care for those aircraft but many pilots do. They fly like a duck... etc., so any new aircraft that satisfies is a good thing — they keep pilots flying — and their prices can dip below $30,000. In 2004 dollars that's less than half what we once forecast. Forecasts of market functions — like weather forecasting — are often wrong. In 2003 and 2004, no one, myself included, correctly guessed where the LSA market was headed. Flying qualities can be very subjective; it depends what you want, are ready for, and what mission you have for the airplane. I've flown some certified airplanes that have less than optimal flying qualities. An H-model Beechcraft Bonanza I loved had a nightmarishly complex fuel system and my insurance check instructor absolutely forbade me from deliberately stalling it.

BushCat (along with a few other brands) is a great example of how LSA prices are actually lower than once expected if compared in constant dollars.

Finally the writer added, "Very few LSA makers are thriving financially, and several are barely hanging on." My reply: I will not say that is wrong as I have no access to their accounting documents, but companies like Tecnam, Pipistrel, Aeropro, AutoGyro, and several others seem to be doing quite well. Would you expect every single manufacturer to thrive financially? If that is a requirement for market success by your definition, then the GA Type Certified market is not particularly healthy either. While I would not disagree that some producers are suffering in a lethargic world economy, "hanging on" is still in business. Indeed, only a few of the 90+ manufacturers have departed the LSA market permanently. If I look at general aviation companies like Maule and Eclipse (contemporarily) or Bellanca and Navion (from days gone by), I see TC producers that are not even hanging on anymore, or marginally so. Again, this is the market working, not failing. This is much like an economic recession being a corrective occurrence as it redirects malinvestments to better purposes. Our exchange also included talk about FAA Part 23 rewrite project about which this person also has reservations and I responded to those comments as well. However, the above is enough for now and makes my point, I hope. If you have comments about this article and the opinions of the other writer or my replies to that person, feel free to post them on my Facebook page, where I've posted a brief preview to this article.

Click on chart to enlarge.

Chart Sources: LAMA and LAMA Europe; ByDanJohnson.com Market Share Info; GAMA; Recreation Aviation Australia; and, other individuals that offered input. Best Effort Statement: While care was taken and broad experience was applied to the counting, considerable interpretation was needed to create this chart. National figures are based on reports from many countries, laboriously assembled by GAMA, a study made significantly more difficult by widely varying reporting systems that define aircraft differently and group them by differing methods. GAMA's numbers were then further interpreted based on expert knowledge. For Further Comparison: The U.S. type certified single engine piston (SEP) fleet — accounting for an estimated 80% of the global fleet of such aircraft — numbers 137,500 aircraft. Worldwide, the TC SEP fleet may count 165-175,000 aircraft; all other countries have about 20% of the global total. As we can identify about 13,000 LSA-like aircraft in the USA, America represents about 20% of all such recreational aircraft in the world; 80% are operating in other countries.

This month, I had an email exchange with a leader in aviation. I debated if I should reply. For a time, I did not but I felt compelled given the person’s stature. I was driven to attempt informing those this individual might influence. I further pondered if I should write an article about it, but I feel one must confront potential errors if for no other reason than to promote healthy dialogue. I am not to going reveal with whom I had this exchange. Personality isn’t important to the discussion but this person expressed what I suspect represents the opinion of a fair share of general aviation pilots, at least those who have not fully explored recreational aircraft such as LSA, or light kits, or ultralights. The following comes from our second round of email. In the first, the writer referred to LSA “market failings” and I asked what was meant.

The Age of YouTube & Video Pilot Reports

By Dan Johnson || September 18, 2015 Leave a Comment

Videoman Dave almost literally bending over backwards as he checks the Garmin VIRB camera on the SkyReach BushCat.

Ron Waechter poses beside his "Ferrari Red" Aerotrek as used for the VPR.

We look over the shoulder of SportairUSA's Bill Canino while flying the 180-horsepower Zlin Outback. Note the very light camping gear in the foreground; it all packs down small for bush duty.

Onboard the "see-through" Aeroprakt A-22 with U.S importer, Dennis Long.

When this website went live a few months before the Sport Pilot & Light-Sport Aircraft rule was announced at Oshkosh 2004, it began life as an archive of several hundred pilot reports I had written for a number of print magazines in aviation. That launch seems a long time ago ... it has been eleven and a half years. (Development started only a few years after the World Wide Web emerged and ByDanJohnson.com went live in April 2004.) One year after going live, I began to add news via a blog, which I called "Splog," for Sport Pilot web log. Videos started in 2008 and by 2015, news and video have become the primary content items. You might be surprised to hear ByDanJohnson.com predates YouTube, which began when three former PayPal employees created a video-sharing website. The Internet domain name YouTube.com was activated on February 14, 2005 and the website went public in November of that same year. Google subsequently bought it but even Google is only 17 years old; it went live on September 4th, 1998. New as it is in the world of aviation the SP/LSA rule is actually a couple months older than YouTube. I don't know about you but I find that rather amazing. For about seven years, Videoman Dave and I have been making 5-10 minute videos about Light-Sport Aircraft, light kit aircraft, ultralights, and light GA aircraft. We have partnered on more than 400 of these and many more are coming. See most of them here, organized for easier location, or find all of Dave's 1,000+ videos on his YouTube channel. Some of these are approaching one million views and the group generates more than 1.5 million minutes of viewing every month. Along the way we began to make what we now call Video Pilot Reports or VPRs. In the age of YouTube, this is the equivalent of detailed pilot reports or aircraft reviews I used to write for several aviation magazines. I find it exciting to return to the roots of this website albeit in the electronic form that dominates culture today. The videos are watched around the globe although I regret my Chinese readers cannot currently view these YouTube-hosted videos; perhaps things will change in that fast-evolving country. Making VPRs is significantly more work than doing the interviews that make up the bulk of our video library. These are longer videos, up to 30 minutes or so, sometimes broken into two parts. As we work on these videos, we are attracted to locations like Mt. Vernon, home to the Mid-West LSA Expo. We like the airport run by the very capable and popular Chris Collins as it is far easier to achieve these video productions. The airplanes are readily available and — after we've found camera locations and mounted them — we can in literally five minutes or less climb on board and be in the air. No other event, with the possible exception of Sebring, offers such swift access to the runway. Also, the airport itself is large and wide open and the surrounding area is accessible for in-flight maneuvering without having to stray too far away. That is hugely valuable. The work effort begins as we mount a number of cameras. We use up to seven Garmin VIRB cameras plus Dave uses his larger camera to shoot takeoffs and landings from the ground. To provide many views, VIRBs are mounted outside in multiple locations and we use three or more inside, two of which capture audio from our cockpit communications. The effort is broken into three segments. Shot on the ground before entering the cockpit we cover ... How and where the airplane is built, its construction and materials, the powerplant, gear, canopy, and other major or distinctive features. We present a basic description and may compare the subject to other aircraft. After entering the cockpit, we cover such "human factors" as entry, cockpit layout, visibility, seats and rudder pedal adjustment, ventilation, instrumentation, switches, and control systems along with any special characteristics of the subject aircraft. Finally, we roll out to the runway and go aloft for a 30-60 minute flight exploring taxi, ground steering and braking, takeoff techniques and measurement, evaluate initial and en route climb. We will do a full regimen of stalls including power-off or landing approach stalls, power-on or departure stalls, and accelerated or stalls in turns. We will evaluate handling qualities in dutch roll coordination exercises, do steep turns, turns-over-a-road, aileron- or rudder-only turning, and high and slow speed handling. We will measure high and low speeds and finally return to the airport for some landings, attempting to investigate (if conditions permit) normal, short, and soft field techniques with flap use and slipping as recommended. So, VPRs have become a valuable part of this website and the enterprise of Videoman Dave. I leave you with this thought: Every minute of the day, 24 hours a day, seven days a week ... 300 hours of video are uploaded to YouTube. We are pleased to be part of that tsunami of content and hope you continue to watch and enjoy. As the Frito Lay company used to advertise about their Dorito-brand snack chips ... Consume all you want. "We'll make more." Even better than Doritos, all our videos are free.• In October Dave and I are traveling to the Flying Aviation Expo in Palm Springs, California and immediately afterward to the Copperstate show south of Phoenix where we will add many more videos to the library. • We offer our videos for free but they are definitely not free to make. Your support of Dave's YouTube channel and this website are essential if we are to keep making more.

BushCat Available Several Ways, All Affordable

By Dan Johnson || June 7, 2015 9 Comments

Let's move right to an important point. BushCat is most interesting aircraft with unique features of interest to many and you are much more likely to afford the South African airplane with its 2015 U.S. price of $65,000. That figure covers the Rotax 100-horsepower 912 engine; you can pay somewhat less with the 80-horsepower that is more than enough engine to give this light aircraft plenty of performance. You could also save more by assembling a kit version of this Special LSA. However, now BushCat has another feather in its cap, so to say. SkyReach engineers were able to raise weight from 1,245 to 1,320 pounds by strengthening components like wing strut brackets, then followed by an intense program of flight testing to include an entire regimen of spin testing (the latter representing much more work than many pilots may think). What does this do for BushCat beside bringing its numbers up to the max allowed in the LSA category?

Quite significantly, BushCat's useful load now elevates to 617 pounds with 25 gallons of fuel. That means payload with full fuel is 465 pounds, which allows two 200-hundred pound occupants plus 65 pounds of cargo or other airborne gear. So, a very modest price — about what many expected eleven years ago when the SP/LSA rule was announced, all the more impressive as the time value of money has changed considerable in that period — and you get more utility for the dollars you spend. I'd call that win-win. I find, as do many others I've asked, that BushCat is a handsome, rather gutsy looking light aircraft. Originally known by the name Cheetah, it has a distinctive cowling for a sharp look and is light and durable — empty weight is barely over 700 pounds — that helps assure robust performance. BushCat is flown with a control stick mounted between both occupants, forward of the central arm rest. As SkyReach notes, "This configuration allows the pilot to keep his or her hand on the stick at all times, freeing the other hand for the throttle and panel mounted instruments." Using a single joystick keeps control system complexity to a minimum and allows easier cockpit entry and exit.

A couple years ago, one of the bigger changes SkyReach engineers made to BushCat was a move from a more complicated braced undercarriage to a sprung undercarriage. The new design uses a slab-style aluminum spring gear that SkyReach says provides a more accommodating load dampening resulting in softer off-airport landings. This airplane does duty in South Africa fighting animal poaching and can handle rough-field operation. It also features removable doors, which may work well for the anti-poaching task but also appeals to those of use that like open cockpit on warm summer days. BushCat is a sturdy airplane boasting a +6, –4 G rating. It's construction looks simple with a tube-and-gusset arrangement but such designs have proven themselves over literally decades of safe operation. Wing and fuselage use a trilaminate composite fabric covering that requires no paint, saving both effort and weight. Trilam is commonly used in the sailing industry for yacht sails and by hang glider producers. It is an incredibly strong material and has proved itself against the elements; sailboats spend a lot of time exposed to sun and salt water, both tough environmental taskmasters. Represented in the USA by AeroSport LLC, the Wisconsin outfit has an enlarged base of operations based at the Galt, Illinois airport (identifier 10C) where the Knolls operate a flight school, maintenance shop, and a build center in addition to their SLSA showroom. BushCat is available in tri-gear, taildragger and an amphibious model can handle the allowed gross weight of 1,430 pounds. No straight floats are offered but most pilots prefer amphibious. Kits are also available both as Experimental Amateur Built or as faster-to-fly ELSA. SkyReach director Michael Gill reported at Sun 'n Fun 2015 that 160 aircraft are flying worldwide, 18 of which are in the U.S. with several kits underway.

In closing this piece, I want to pay tribute to two light aviation kit builders. In the USA, the loss of Jeremy Monnett stunned many as he and assembly mechanic Mike Clark were killed June 2nd in an aircraft accident near the company's headquarters in Oshkosh, Wisconsin. Jeremy successfully lead the Sonex company in recent years and used a degree in mechanical engineering to create a design of his own, the single-seat, folding-wing Onex ("One-Ex") introduced in 2011. BushCat importer Daniela Knoll also reported some sad news from the SkyReach factory in South Africa. "Walter de Lange, General Manager of SkyReach, died last week in a weight-shift trike accident. We are all shocked by the news since Walter was a very experienced trike pilot and airfield safety officer," wrote Daniela. "A great man will indeed be missed." I offer my sincerest condolences to the families of each man and thank both for their significant contributions to light aviation. I thought very highly of Jeremy and will miss his broad, warm smile. I did not know Walter well, but did interview him at Oshkosh in 2013.

Let’s move right to an important point. BushCat is most interesting aircraft with unique features of interest to many and you are much more likely to afford the South African airplane with its 2015 U.S. price of $65,000. That figure covers the Rotax 100-horsepower 912 engine; you can pay somewhat less with the 80-horsepower that is more than enough engine to give this light aircraft plenty of performance. You could also save more by assembling a kit version of this Special LSA. However, now BushCat has another feather in its cap, so to say. SkyReach engineers were able to raise weight from 1,245 to 1,320 pounds by strengthening components like wing strut brackets, then followed by an intense program of flight testing to include an entire regimen of spin testing (the latter representing much more work than many pilots may think). What does this do for BushCat beside bringing its numbers up to the max allowed in the LSA category?

Post-Oshkosh 2013 Quick Review

By Dan Johnson || August 12, 2014 Leave a Comment

At the big show EAA likes to call the Summer Celebration of Flight, we rove the grounds seeking new airplanes, new engines or propulsion systems, new panel gear, updated models and more. In this very fast tour, we'll zoom around AirVenture for a glance at some airplanes and components that caught our attention. In subsequent posts we'll delve a bit more deeply into certain ideas we thought were novel. All photos accompanying this article are courtesy of Light Sport and Ultralight Flyer, producer of the 300+ videos you can find on this website. Rans showed off their new S-20 Raven. Those who thought designer and company boss Randy Schlitter got stuck on S-19 were wrong (it's never wise to think he's done designing). His new Raven combines elements of the S-6 and S-7, namely the side-by-side seating of the S-6, with the welded spaceframe and superwide door of the S-7. It also has the S-7's wings and that's great as this is one of their sweetest flying aircraft. However, for those who didn't like the S-7's tandem seating, well ... problem fixed. The S-20 also has easily removed, reclining seats that could make this quite a camping aircraft. A huge luggage area also helps. Here's more info. SkyReach showed off two of their still-very-modestly priced BushCats. You already know these airplanes but under the name Rainbow (former company) and Cheetah (former model name). SkyReach and their new U.S. distributors, Aero Sport Planes, unveiled a new taildragger version for the many that like "standard" gear, all decked out as a "Police" airplane though that was merely decoration not actual function. They also showed a model on some clean-looking composite amphibious floats. These are LSA you can afford, priced in the $50-60,000 range depending on equipment. Yes, you can obtain them in somewhat less attention-getting coloration. Here's more info. Quicksilver charged on the Oshkosh 2013 scene with three announcements: (1) a partnership with a company doing public-use aircraft. Ident LLC will employ the GT500 in a variation they call Mosquito; (2) the new EMG for Electric Motor Glider, a partnership with Brian and Carol Carpenter and their company Tangent Aviation; and (3) Quicksilver's Sport 2S that is nearly done with ASTM approval. It's taken this industry leader a long time to join the Special LSA sector, but new owners a year and half ago set out on the mission which will conclude with an FAA audit in September. Soon, you can buy a factory built Sport 2S for $39,995. The Temecula, California company will continue offering kits and will add ELSA after they win SLSA approval. Here's more info. Another company that did very well with kits over the last 20 years is Progressive Aerodyne, famous for their SeaRey flying boat that boats more than 500 kits flying. These owners compose an intensely loyal group of seaplane pilots but all had to push through the effort of kit building. For some, this is highly satisfying, but for lots of folks, building a fairly complex airplane kit is too much work or they don't have the time. Fear not, you can now buy a factory built SeaReay and you'll spend far less money than most other seaplanes. Plus you can have it soon, rather than waiting for your distant delivery slot to come to the top of the list. SeaRey gave demo rides daily at Oshkosh's Seaplane Base. Here's more info. It was here — you knew it as the Kappa KP-5 — and then it disappeared ... for several years. Now, welcome back to the renamed SkyLeader 600. More deluxe than before and with a high-fashion interior, SkyLeader uses the sliding bubble canopy and the excellent handling of the KP-5. Yet, the 600 upgraded the staggered seating that effectively gave more room in the older model by seating the two occupants unevenly to one another; not everyone loved it and the new SkyLeader 600 is bigger so side-by-side seats are still roomy for hamburger-loving Americans. SkyLeader is officially still Jihlavan Airplanes but you don't need to twist your tongue around the more challenging Czech brand name. Just say "SkyLeader" and call rep, Randell Dutton, based near Jacksonville, Florida (904-677-2408). Here's more info. CubCrafters continues to shine brightly in the LSA universe and the western company is maintaing their delivery pace (they'll likely exceed 50 units in 2013). One reason for their success is a potent 180-horsepower engine that lifts the CarbonCub SS (video) like a homesick angel. Now Czech-based Zlin has a related machine. The iCub and Savage used Rotax power, but a Titan engine gives Zlin's new Cub-S 180 horses to bring great vigor to a vintage design. American Legend is also having an improved year with the Cub-like concept so why not a third entry ... especially at a lower price point? U.S. distributor SportairUSA hosted visitors at a huge tent display with two Zlin airplanes inside, the other being the open sided Bobber that you can customize like a Harley motorcycle. Here's more info. Tecnam is a very active company with more LSA models than any other LSA supplier and more variations of those models than, well ... any company. Only Pipistrel comes close. One model we were eager to look over was SeaSky, an obvious name when you see the P92 model set atop amphibious floats. We shot a video with Florida-based representative Tristan Raab and how appropriate given his location at Winter Haven, home to world famous Jack Brown Seaplane Base where so many have earned their seaplane rating. Tecnam developed their own composite floats and Oshkosh visitors saw the first one in the USA. As summer gives way to fall and winter, you may want to contact Tristan about a flight in this newest Tecnam variant (518-428-0804). Here's more info. Tecnam's SeaSky is a recreational aircraft with its water capabilities but for those who want a smooth sleek speedster, how about one of the prettiest LSA on the market, P2008. A fine credit to Italian design, the P2008 is now more muscular, with the first ever installation of the powerful Rotax 914 turbocharged engine. If you live in one of the high elevation western states, this might be your bird of choice given it offers another 15 horses over the Rotax 912's 100-hp. However, you can only use 115-hp for a few minutes, so an important fact we learned was that the 914 can produce a higher percentage of the continuously available 100 horses to a much higher altitude, thanks to turbo boost that operates full time. Another worthy point: installing the 914 may take more engineering but operating the potent engine is simple. Here's more info. Sporty's Pilot Shop took some time to give up a preference for the Recreational Pilot certificate. However, as their annual sweepstakes shows, they've made the shift to Light-Sport now, giving away an American Legend this year and planning to award this (photo) sweet-looking RV-12 for next year. Plus, the lucky winning owner won't have to build it because Van's Aircraft partnered with local business Synergy Air to make dozen-lot runs of fully built RV-12s. The first ones bear a special marking, that of company founder and legendary designer, Dick VanGrunsven. The first 12 aircraft Synergy built includes this one that has Van's signature on the pilot's side. You can win this handsome, well-equipped aircraft just for buying something from Sportys and they've got a lot to offer so you ought to be able to find something you need or like. Here's more info. It appears the time for aerobatic Light-Sport Aircraft has arrived. First, we did a video about Tecnam's Snap single place aerobatic aircraft and at Oshkosh 2013, we found the Panther from Panther Sport Aircraft. Using a 100-horsepower Corvair engine, company boss and designer Dan Weseman says the also-single-place Panther can do "mild aerobatics, like an RV-4 can." The new aircraft offers a number of features, which you can catch on our video. Sold as an Experimental Amateur Built aircraft, Panther meets LSA parameters allowing use by a Sport Pilot certificate holder. Since it's a kit, the Florida-based company will support several different engine installations. Here's more info. Shown to the public for the first time at AirVenture 2012 (before they even had a name for it), Just Aircraft amazed last year's crowd with the takeoff and landing performance of their now-named SuperSTOL. I've flown this airplane (video) to find it has some of the most docile handling you can imagine from an airplane that looks rather extreme or radical. Yet it's the way it leaves the ground and perhaps even more so the way it returns to the runway that drops watcher's jaws to the ground. Flying with factory demo pilot and lead designer Troy Woodland, we made seven landings with the stick full aft from half way out in the airport pattern all the way to surface yet we had full control and the touchdown was pillow soft, every time. Even after experiencing it, the results are hard to accept. The nearby photo catches the wing in full operation with flaps deployed and leading edge slats out. You can also see the major shock absorbers on the main gear and another on the tailwheel. Here's more info. I've done some other writing about SkyCraft (see here) but we haven't shown you the engine installation. SkyCraft reported at Oshkosh that they are ready for the FAA to visit seeking the agency's acceptance as a new fully-built Special LSA (last year they were planning to offer a kit, but chose to go forward with factory building the Czech design). SkyCraft will use the Hirth F-23 two stroke engine. Helping to permit their very attractive price ($55,000), the company will install the dual ignition, fuel-injected 50-horsepower Hirth that operates at the refreshingly low fuel burn of just 1.8 gph. The lightweight engine gives a 1,000 hour time before overhaul but SkyCraft offers a free top-end overhaul at 500 hours. Likewise, their prop has a 600 hour overhaul point but when those hours are reached, SkyCraft is offering to replace the prop ... for free. This young company has some consumer-friendly ideas and, if it turns out as they expected at Oshkosh, they'll be the first single seater approved as a SLSA. Here's more info. Renegade Light Sport Aircraft worked for many months on installing the Lycoming O-233 LSA engine into a pair of FK-12 Comets. The now-Florida-based company cited difficulties working with the Poland-based FK Lightplane manufacturer as a reason to stop that effort, but they immediately turned their attention to an aircraft modeled after of the Pitts S1S. Another biplane the Pitts has quite a reputation as a high performing small aircraft that is not burdensome to own and operate. Renegade plans to enlarge the cockpit and make significant use of carbon fiber to keep the single seater light and agile. At Oshkosh, they showed the Lil' Rascal (they can't use the Pitts name, of course) in nearly full clothing. We'll keep an eye on this development. Here's more info. We already reported and lots of other media have offered plenty of media to GreenWing International, the producer of the now-on-sale eSpyder pure electric aircraft. The company was featured in EAA's Innovations pavilion and flew a two-aircraft airshow routine, which you could hardly hear as the electric motor is quieter at full power than two people having a conversation. Another thing we didn't hear much about was charging the batteries. Our nearby photo show a buttoned-up eSpyder taking on juice for another hour-long flight. The smart charger talks via Bluetooth technology to each battery cell, assessing the health and needs of each segment of the battery set. Note the big power plug kept out of morning moisture (arrow). Such "fueling" is a new requirement for aircraft flying at Oshkosh, but the volunteers in the Ultralight Area handled it like old pros. Here's more info. eSpdyer wasn't the only electric aircraft regularly flying at Oshkosh. Mark Bierle flew his eGull as he has for the last few years. This soft-spoken but brilliant designer has been hard at work on electric power for several years and may be one of the most innovative in trying new ideas. This year he had a particularly potent motor in the usual pusher configuration. reportedly delivering the equivalent of 55 horsepower, Mark's lightweight, single place eGull zoomed into the sky with great enthusiasm. Since pilots seem to always vote for more rather than less power, I can imagine this could be a trend started by Bierle that might play out among other electric aircraft producers. One downside is that a bigger motor empties batteries quicker, but the same can be said about bigger gasoline engines burning more fuel yet that doesn't appear to have reduced demand for bigger engines. Here's more info. As I wind up this quick tour of interesting stuff at Oshkosh, I have to pay a bit of tribute to one of our longtime aircraft suppliers, Quad City Ultralight Aircraft. This company has delivered more than 3,500 aircraft, every one of them very reasonably priced. They're also all kit aircraft but it's clear the building proposition hasn't discouraged many from taking to the skies. Now, the company was able to trumpet its 30th anniversary and all the while the company has had the same leader, Dave Goulet. Congratulations to Dave and his team for a job well done over a long, long time. As if in honor of the company's birthday, three of four AirVenture 2013 awards in the Ultralight category went to Challenger builders including LSA Grand Champion, Gold Lindy winner Mike Riley. Here's more info. Last but certainly not least in my mind was a salute to an old friend who sadly won't be joining us anymore. Frank Beagle was for years the announcer for the Ultralight Area. His powerful bass voice could be heard throughout the public address system pretty much all day every day and he knew his light aircraft. So, it seems enormously fitting that the leaders and volunteers of this part of Oshkosh named the announcer's stand "The Beagles Nest" complete with a large plaque to commemorate Frank's decades of volunteer effort on behalf of light, recreational aviation. A dedicated 'Dac (Pterodactyl ultralight) pilot, Frank was also a friend to me and many others so we can all take pleasure at seeing his name emblazoned on the side of the announcer's stand. A tribute was also held for Frank during Oshkosh 2013.

Post-AirVenture 2014 News Review

By Dan Johnson || August 8, 2014 Leave a Comment

MVP.aero's new LSA seaplane was a great draw to EAA's 10th Year Celebration of Sport Pilot & Light-Sport Aircraft. Watch for more details and a video on MVP soon.

More than 2,500 people had some hand in building this Zenith CH-750 in a single week of AirVenture 2014. The aircraft flew shortly after the show ended. photo courtesy EAA

Tecnam enjoyed a strong show of sales as did several other vendors in what appears to be a much-improved 2014 market.

SuperSTOL pilot and designer, Troy Woodland, was honored at AirVenture 2014. photo courtesy Just Aircraft

The largest directory of all the world's light aircraft is out with a fresh edition.

Summer's big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA's special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van's RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines. Big Light-Sport and general aviation aircraft producer Tecnam reported good sales success at AirVenture Oshkosh following on their strong performance at Sun 'n Fun when they also announced their U.S. base at the Sebring, Florida airport. Tecnam said they processed three orders for their Twin multiengine trainer and sold two P2008 and one G5 Eaglet Light-Sport aircraft. Officials from the Italian company noted especially strong interest in their new P2010 four seater in development under EASA and U.S. Part 23 rules. They forecast a product debut for the American market in the "near future." Twenty Ten's large cabin, front and rear passenger doors and comfortable interior along with Garmin avionic packages should interest many GA pilots thinking of something newer than their aging legacy models. ••• We didn't survey vendors about sales at the show but generally heard 2014 is a markedly improved year and we conducted about 40 new video interviews with many company leaders. One of those regarded the Bushcat on floats. Their folks reported two ready-to-fly LSA models and a kit sold at the event. Just Aircraft continued to turn heads and drop jaws with their impressive SuperSTOL's amazing performance. The company reported that partner and key designer Troy Woodland (photo) was selected by the EAA for the prestigious August Raspet Award in 2014. This honor is given annually to an individual who has made a significant contribution to the field of light aircraft design. "Woodland began designing in the 1990s, but it was his SuperSTOL that set him apart as he explored new technology in the design," said Just. SuperSTOL features self-adjusting slats on the leading edge of the wings, Fowler flaps, hydraulic strut landing gear with more than 20 inches of stroke, and a locking, shock-absorbing tail wheel. Troy is currently in the process of refining spoilers that deploy with the ailerons to increase roll response, especially at very slow speeds. The SuperSTOL also include tundra tires to cushion landings at very high angles of attack. Woodland follows earlier winners such as Curtiss Pitts, Burt Rutan, Dick VanGrunsven, and Pipistrel. "It took a while for the meaning of the award to sink in," said Woodland, "but then I realized that I'm joining a very exclusive club and it is truly a humbling experience." Troy refers to the tough, bush-capable SuperSTOL as his "creative effort toward making airports optional." Congratulations, Troy! Plenty of Light-Sport enthusiasts who attend airshows have come to know a man in a blur of motion: Willi Tacke. A German with a quick smile and seemingly boundless energy is a magazine impresario for the light aircraft set. He publishes several magazines and does so for English-speaking markets along with editions for French, German, and Chinese enthusiasts. At AirVenture 2014, some of us saw the first copy of the World Directory of Light Aviation 2014/2015 (WDLA). This thick publication with 268 full-color pages provides images, descriptions and technical data for more than 1,000 aircraft including ultralights, microlights, LSA, gyrocopter, ultralight helicopters, certified aircraft, kit aircraft, weight shift trikes, gliders, motor-gliders, instruments, engines, propellers, and accessories. Readers can find addresses of manufacturers, importers, associations, flight schools, and more; several indexes help you sift through the mass of information. WDLA is published in four languages: English, French, German and Chinese. You can buy it through shops in many countries and by mail order; find out more at Flying Pages shop. Stay tuned for more AirVenture 2014 news ...

Summer’s big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA’s special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van’s RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines.

Sebring No-Show Bargains Will Attend Sun ‘n Fun

By Dan Johnson || February 22, 2014 Leave a Comment

Photographed before snow invaded the Midwest, you see the very distinctive BushCat in Safari-wear.

Aerotrek is available in trigear or taildragger for a modest price.

The unique offering from Adventure Aircraft is going through flight trials (see video).

Not long ago, I posted about Kitfox tending to business and expressing regret that they chose to stay home in Idaho versus making the trip to the Sebring LSA Expo 2014. Team Kitfox was not the only one, however. In addition, AeroSport didn't bring their BushCat, nor did Aerotrek bring their A220 or A240, nor did Quicksilver show with their SLSA candidate, Sport 2S, or their joint venture Electric Motor Glider (a very cool project from the west coast about which I will do a further update in the future). The reasons for these no-shows were varied but the good news is that they'll be at Sun 'n Fun. Oh, and one more thing about all four aircraft mentioned below: each of them offers a purchase value that defies the current mindset about the cost of modern LSA. BushCat by SkyReach is one of those SLSA that easily answers the lament, "These LSA have become too expensive." Too many pilots say this without considering their other choices. Sure, if you want all-carbon fiber with huge glass panels, autopilots, and endless bells and whistles, you'll need to be prepared to pay for those goodies. They'll cost you a literal fraction of what the same gear on a new Type Certified aircraft will cost (for example, a new Cessna 172 lists for more than $400,000!). Yet if you need to watch your budget but desire a capable aircraft, BushCat offered in the USA by AeroSport has an answer. President Daniela Knoll wrote, "Unfortunately we had to cancel our flight to Sebring. The brutal temperatures we have been having in the Midwest are just horrendous." At the extreme temperatures the Midwest has seen this winter problems can arise with engines and other hardware so AeroSport made a decision based on safety. "We plan on being able to make it down for Sun 'n Fun as we also have a booth reserved," finished Daniela. Be sure to check out this modestly priced aircraft with its numerous unique features that make it stand out from the herd. Another no-show that wanted to be at Sebring was the also-reasonably-priced Aerotrek. Proprietor Rob Rollison wrote, "As much as I appreciate every opportunity and venue to display and promote our Aerotrek aircraft, [we are fortunate to be] sold-out until late-August 2014." Rob has been a steady participant at Sebring, and said, "Over the years the Sebring event has been very worthwhile because it is an event focused on LSA-type aircraft. So, even though we skipped Sebring for the first time this year, we have every intention of being there next year." Rob hasn't been sitting around idly though. He added, "At Sun 'n Fun 2014, we are increasing our aircraft display area. We'll be right across from Cessna at the East end of the Main Area." Why buy such a large space? Well, some ideas aren't ready for public distribution yet but a primary one we can talk about is the effort to create, as Rob put it, "a sort of an annual 'Aerotrek fly-in' for as many of our aircraft owners as can make it to this great event. So, we need lots more room for lots more planes at our display. One more company that was absent at Sebring but will be present at Sun 'n Fun is Quicksilver Aeronautics, and their joint venture with Adventure Aircraft and their Electric Motor Glider or EMG (see video below). Quicksilver, the producer of more than 15,000 kits over the years, has been head-down to earn their SLSA approval from FAA. The company was audited in December and is tweaking final elements to gain agency acceptance. They hope to roll out their new SLSA-version of the ubiquitous Sport 2S at Sun 'n Fun. The EMG is a fascinating project from LSA maintenance gurus Brian and Carol Carpenter. Their website has a great deal of info on their project but the goal is no less than a Part 103 electric-powered motorglider ... one that can accommodate other powerplants so as to remain versatile while electric power continues its furious pace of development. Thinking of aircraft like EMG, Chip Erwin — who debuted his superlight (Part 103-legal) and low priced Zigolo at Sebring — may show at Sun 'n Fun with the electric power version of this charming aircraft from Italy. You'll have lots to see at Sun 'n Fun 2014; I hope to see you in the Sunshine State! Here's a compilation video of the new EMG project:

Cheetah XLS Speeds through SLSA Approval — #101

By Dan Johnson || September 18, 2009 Leave a Comment

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.

Fast As a South African Cheetah, The Kit

By Dan Johnson || December 5, 2007 Leave a Comment

With the 85-hp Jabiru 2200 and 25 gallons of fuel you should see 1,000 fpm climb, 95 mph cruise at 3.7 gph, and a 670-mile range, indicated John Syvertson of Midwest Sport Aviation. The best part?...less than 200 hours build time. More Cheetah specs.

We have many great airplanes among the 62 models in the SLSA fleet. But the price tag for some of these beauties could motivate you to consider a kit. Why not? Homebuilts and Ultralights proved many folks could manage the build effort. Organizations like EAA are ready to help. *** With all that in mind, Midwest Sport Aviation would like you to consider the Cheetah XLS they import from Rainbow Aircraft in South Africa. The fixed wing aircraft shares traits with the Ikarus C-42, for example, both use sewn Dacron coverings. Cheetah also resembles the French SkyRanger which remains available in the USA. Like SkyRanger, Cheetah is a fast-build kit. *** Trike expert Mike Blyth formed Rainbow Aircraft in 1995 with his Ukrainian partner, Vladimir Chechin. Blyth sold his interest a couple years ago. Cheetah first flew in September 2001; today Rainbow turns out six aircraft a month. *** Cheetah has a centrally-mounted joystick, a 47-inch cockpit, 81 pounds of baggage, a 1,245 pound gross weight and a useful load nearly equal to its empty weight. "Kits are priced at $21,950 and you can complete the aircraft for around $35,000 with the Jabiru engine," says Steve Syvertson of Midwest Sport Aviation.