In North America, Skyleader is represented by Michael Tomazin using the web domain 
"Skyleader 400 is designed for recreational flying and pilot training. It is distinguished by its … sports car-inspired looks and unique gull-wing-doors canopy," said the U.S. representative. "It features a spacious interior with plenty of space for pilots and baggage (aft of the seats), and a 21-gallon fuel tank that gives the 400 a range of around 500 miles depending on engine selections and options." Larger fuel options are available.
"Skyleader 400 is manufactured in three base configurations: Basic, Training, and Club, each with the option for further customization to suit a buyer's needs, desires, and budget," said Skyleader USA. "From engine and avionics upgrades, to genuine leather upholstery and custom paint, you can make the Skyleader uniquely yours."
"Flight schools love the Skyleader 400," said Michael. "It can be a TAA (Technically Advanced Aircraft, as required for a Commercial certificate)." Originally built for flight schools, Skyleader 400 has sturdy gear. One example Michael recently examined at the factory had 7,000 hours and 20,000 "cycles" (or takeoff and landings). It returned to the factory only after a student pilot taxied into a ditch, damaging the front wheel.
Skyleader 400 follows the entire Skyleader line using Fowler-style flaps that work exceptionally hard when deployed and hide almost completely when retracted. It's an elegant system, especially so on aircraft in the lighter range, and this yields stalls that happen well below what the LSA regulations require.
Like the surprisingly affordable GP-One, Skyleader 400 can effectively use the nearly bullet-proof 80-horsepower Rotax 912 that will run nearly forever and use lower octane regular auto fuel, making it exceptionally low-cost to operate. However, as the 100-horsepower engine costs only a couple thousand more, non-flight school customers usually opt for it. Student or private owner, Skyleader 400 offers plenty of room in the cockpit, good even for a 6-foot, 3-inch tall pilot, said Michael.
In early 2023, Tomazin reported he has six ready-to-fly airplanes on order, plus two kits — the latter offering is new since Covid. "I just ordered the first two kits in late fall 2022." One of the kits is a Skyleader 400 equipped with the fuel-miserly Rotax 912iS.
Worldwide, the company fleet is estimated at about 350 Skyleader 600s, Michael indicated. Counting all models, close to 600 of the company's airplanes are flying. "This is their 23rd year," Michael said. "They laid off nobody during Covid and they presently have many orders," he added. "If we could get all the avionics we needed, we could deliver faster."
When Skyleader / Jihlavan introduced the Skyleader 400 they called it their "mid-line model," known internally as JA-400, distinctive because of its gullwing-doors canopy construction." Skyleader 600 features an aft-sliding canopy.
"Skyleader offers the 400 in three base configurations: Basic, Training, and Club, each with the option for further customization to suit your needs, desires, and budget," explained Skyleader in Czech. "From engine and avionics upgrades, to genuine leather upholstery and custom paint, you can make the Skyleader uniquely yours."
The Czech producer said, "Kappa 77 (now Zall Jihlavan Airplanes; Skyleader) was established in 1996. It started with the production of the KP-2U aircraft called “Owl.” In 1999, the aircraft received German certification, later following with permissions in Italy, France, Poland, and the Netherlands.
Designer Antonín Píštěk also worked with Evektor — based in the same area as Jihlavan — on the five-seat VUT 100 Cobra aircraft designed for approval under conventional certification.
"The Zall Jihlavan Airplanes factory is heavily involved in aeronautical research, design and commercial manufacture," clarified the builder. "The company [built] doors for the Airbus A320 airliner and [does] other certified aviation sub-contracting."
With a solid company, interested buyers, and orders bound for the U.S., I expect aviators will see more Skyleaders at airports near them.
Here is my video interview with Michael Tomazin on Skyleader 600, recorded at Sun 'n Fun 2021 — you can also 
When Light-Sport Aircraft arrived on the scene almost 20 years ago, one early model that caught my attention was Kappa KP-5. This was one of the first of several brands unknown to Americans then. Others went on to become fixtures in the LSA space: Flight Design, Tecnam, Evektor, and Aeroprakt, among others. Over some years, light aircraft models that arrived under the name Kappa were rebadged as Jihlavan and then Skyleader. In truth, it’s been Jihlavan all along but Americans have an easier time saying Skyleader. The company has been a busy development engine lead by engineer Antonín Píštěk while the enterprise is lead by CEO Radek Filip, also an engineer. In the center of the model lineup, Skyleader 200 to Skyleader 600 are descendants of that first Kappa KP5. Contrarily, GP One and UL-39 Albi (article) are distinct designs that do not derive from the 200-400-500-600 series.
The Covid pandemic of 2020/2021 appears not to have slowed enjoyment of flying for fun… for most of us anyway. I sincerely regret anyone who suffered during this period but sport aviation has held up surprisingly well.
In this article, I will tackle a couple reader questions, the sort I hear all the time. To answer several people with one response, I asked reader John Joyce if I could use his question and name. He consented, so here we go…
"By way of example," John continued, "there are nearly 300 SportCruisers registered in the US, as well as nearly 350 Flight Design models, but only 3 Skyleaders. I’m not picking on Skyleader; there are many manufacturers with just two, five or 20 registrations in the database."
Matter of fact, our N-number database is another useful reference we offer. You can use the 
Those LSA veterans may be recalling Kappa KP5, one of the earliest entries on our SLSA List (#9). It was originally sold under the European brand name Jihlavan and that challenging name for Americans may be a good reason the Czech producer changed to the better marketing name, 
In the interview, Michael also provides other desirable features of the Skyleader 600.
Yet this airplane has a longer background in light aviation and I have reported on it some time back. While my 2008 pilot report is clearly not the latest information much of what I reported in 
To save you plowing through a 4,200-word article — though some may enjoy the great detail — I present some excerpts below …again noting this that is not the latest info. To truly grasp what a fine Light-Sport Aircraft Skyleader 600 is, I urge to you link up with Michael Tomazin at an airshow. He attends the big events and you may also find him again at the 
Several years ago, company engineers altered the design for American consumption, widening the cockpit to 47.2 inches, 8 inches wider than a Cessna 172 Skyhawk.
Harmony in the controls is quite good. Pressures are light and response is crisp without being sudden.
I figured rolls from 45° to 45° took about 3 seconds. The Wide Body Skyleader offers very responsive handling with modestly light control forces.
Although the [aircraft of that day] slows down well as proved by my experience with stalls, controls remain very responsive right down to minimum flying speeds. With those Fowler flaps extended well aft, the airplane seems content flying at 45 miles per hour (39 knots).
With fixed gear and prop, glide remains a very respectable 14:1 (for comparison, a Cessna 150 has a published glide of 9.5:1). I could feel our test plane stretch a glide and sink slowly.
Main gear is very forgiving and feels very sturdy. I had three landings [where the representative] said I tended to raise the nose unnecessarily high, which caused me to plop in on the gear. However, this showed how wonderfully well the gear cushioned my touchdowns.
I performed approach and departure stalls plus accelerated stalls. Most fell to the right a little faster than I’d consider optimal [please remember this was an airplane from 13 years ago], but recovery was always easy. In no case was power required to recover from stall with minimal altitude loss.
After noting the right-hand break, I paid extra attention when I did accelerated stalls to the right. But even with the wing bank at about 45°, the [earlier model] rolled out level, confirming the reasonable stall characteristics of this airplane.
You can read the entire report for lots more information if you wish, but here's the way I started the earlier report, "I’ve felt before and confirmed again that KP-5 (now Skyleader 500) is one of the sweetest handling Special Light-Sport Aircraft in the fleet."
Skyleader 600 is a leading entry in the LSA space but 
FAA personnel casually (not officially) reported some 70,000 tickets bought on Saturday alone. I have no idea about such numbers historically, but by any measure, that's a darn fine performance, the equivalent of a major football stadium stuffed full of fans. I am so relieved for Sun 'n Fun. Inc., and I'm sure my relief is but a drop in the bucket compared to that felt by Team Sun 'n Fun.
If Oshkosh goes similarly, then I think it will be fair to say recreational aviation is nearly back to normal. Fortunately, in the Year of Fear that may be ending, tons of builders worked on kit airplanes, loads of LSA owners got out and flew their birds, and Part 103 ultralights probably set a record for shipments and kept sport pilots up in the air.
—
Then, he described a plan to go slowly at a return to manufacturing the vintage aircraft as a Special, fully-built LSA. Another bravo, including for taking the time to get it right. Readers should understand getting semi-tractor trailer loads of inventory, tooling, jigs and more will take some time to get set up properly.
It was 14 years ago on the EAA Sport Pilot Tour, not long after the first emergence of Light-Sport Aircraft, when 
Early LSA enthusiasts knew this aircraft as the Jhilivan (or Kappa) KP-5. It was 
Once up on the wing, you can simply stand on the floor in front of the seat and sit down. Unlike its predecessor from Kappa, Skyleader 600 has both seats side-by-side; KP-5 had a slimmer cockpit width and staggered the right seat aft a few inches to give more room and a wider view. While the current configuration is more commonplace and will probably please more buyers, I rather liked the staggered seating; it gave the pilot in command great visibility out both sides.
Another nice bit of engineering is the far-extending Fowler-style flaps (nearby photo). This flap construction is more complicated than simple hinged flaps but the Fowler design allows lots more airflow making the surface much more effective. When the flaps extend, the elevator trim automatically adjusts to reduce pitch changes when deploying the large flaps. Of course, this level of sophistication is more costly than simpler constructions.
Evolution Aircraft enjoyed a banner year in 2020, despite all the covid anxiety.
It turns out that open-cockpit trike flying was embraced by many last year and Larry noted that the enthusiasm is continuing into 2021. This husband-and-wife team appears set to have another good year in 2021. Contratulations to Amy in particular and Evolution more broadly.
As the world appears to shift into overdrive about electric cars, planes, and drones, what is happening in this dynamic, unfolding sector in aviation?
Recent news from Pipistrel spoke to their continued development of their 
The Skyleader company is somewhat known in the USA although perhaps by their earlier name Kappa. The more correct name was and is Jihlavan Airplanes but Skyleader is a better marketing name.
Americans have seen examples of the company's top-of-the-line Skyleader 600 — here's 
Meanwhile, rather quietly, Skyleader made first flights on their pure electric (that is, not hybrid) light aircraft.
Based on their intermediate model, 
I believe no doubt exists that the first successes of electric aircraft will be those that are lightest. Electric already works well in genuine Part 103 ultralights. Pioneer Randall Fishman and Mark Bierle have been flying with electric power for years. An 
At my home airport (Spruce Creek Fly-in), I regularly see one or another full-size L-39 in various stages of being prepared for a new American owner. I was told that about 200 of these ex-Czech military jets are operating in the U.S. They are handsome, sleek, and fast-like-a-jet. Contrarily, the UL-39 is not as fast but neither should its cost of upkeep be anything close to a military jet.
We're getting a bit ahead of ourselves. The UL-39 on display was a wonderful proof-of-concept aircraft that managed to engage nearly a generation of students in aeronautical engineering disciplines at the 
Albi UL-39 was reportedly 17 years in the making lead by Dr. Robert Theiner, whom I met alongside his creation. He and a team of students over these years created this unusual entry. While closely resembling an L-39, this edition is more affordable (projected around $225,000) — and operable — by recreational pilots when powered with a conventional gasoline reciprocating engine versus a turbine. Such engines alone can cost more than an entire Light-Sport Aircraft.
UL-39 uses a high-revving 
Thoroughly designed and tested Albi UL-39 could qualify as a Light-Sport Aircraft. Only minor adjustments would be needed. Fixing the gear in the down position — as required in the U.S. — would surely lower the current listed cruise of 124 knots. Weight can actually go up, perhaps allowing a more deluxe interior. Despite its larger look, UL-39 can make European Ultralight weight, said developers, meaning 472.5 kilograms (1,041.6 pound), which figure includes an airframe parachute that is mandatory in Germany). An LSA Albi UL-39 seems easily possible.
Created in a collaborative university setting with various partners involved, the bare fuselage and air inlet qualities of the design were tested in a wind tunnel (photo). As an engineering project, this was undoubtedly a fascinating project for groups of students and their faculty advisers.
The carbon-fiber composite construction was done by 
Skyleader, the marketing name for Jihlavan Airplanes, said that during construction, care was taken to assure compliance with CS-VLA, a certification system for Very Light Aircraft in the European Union that is recognized by FAA.
While UL-39 will not ready for market for a couple more years, one day those Walter Mitty jet jockey wannabes enthralled by the slippery lines of Albi. could have one of their own.
Join me at Aero 2016 for a live-during-the-show look at Albi UL-39...
Unchanged are a common owner and the same skilled Jihlavan Airplanes
technicians building the elegant KP-5/Skyleader 500 from the Czech
Republic. It may not be the biggest seller among light sport aircraft (LSA),
but I find it to be one of the finest flying machines in the fleet. Skyleader
plans to standardize the brand around the world and will rename the KP-5
the Skyleader 500.
I've felt before and confirmed again that KP-5 (now Skyleader 500) is one of the sweetest handling Special Light-Sport Aircraft in the fleet.
Skyleader 500 is a handsomely styled, all-metal LSA with a high visibility
cockpit, a high-performance wing with well-regarded Fowler flaps, tough
trailing link landing gear and the 100-hp Rotax 912S powerplant. In '06, the
company altered the design for American consumption, widening the cockpit
to 47.2 inches, 8 inches wider than a Cessna 172 Skyhawk.
U.S.-based Kappa Aircraft is run by Edwin "Win" Miller, who comes from
an aviation-minded family that lived for a time in the Czech Republic. The
latter experience gives Win the ability to communicate with his Czechspeaking
supplier and to bridge the gap between Jihlavan/Skyleader and
American KP-5 enthusiasts.
Antonin Pistek was the chief designer behind the
original KP-2U Sova, an airplane much like the KP-
5 Americans have seen but with retractable gear.
Presently a professor at the Czech Brno University
of Technology and head of the Department of
Aerospace Engineering, Pistek has a long background
in airplane development. In an interesting
twist, Pistek also led the design of Evektor's 5-seat
general aviation design called the Cobra.
In early '06, Kappa 77 (the first company name)
was taken over by Jihlavan Airplanes. In fact, this
was a fairly minor change as Jihlavan had always
provided the facility and workers. Such cooperative
arrangements have long been common in Eastern
European countries. Win elaborates, "All the same
employees are making the Skyleader 500 as before,
providing continuity of the technical knowledge."
This same statement applies now that Skyleader
has become the new corporate marketing identity.
Kappa 77 had been collaborating with Jihlavan
since '96 so that by late '04, when Kappa 77 found
itself in financial trouble, the larger company was
encouraged to purchase all design rights and continue
with production.Win says experienced employees
are involved in the Jihlavan Airplanes division.
The larger Jihlavan enterprise is a 250-employee
component manufacturer specializing in aeronautical
hydraulics and actuators selling to Boeing, GE,
and SAAB. Since organizing in '52, Jihlavan has
built parts for MiGs and L-39s plus many others.
Jihlavan and Kappa 77 worked together to produce
the KP-5 model that Pennsylvania-based
Kappa Aircraft distributes to American buyers as a
Special-Light Sport Aircraft (SLSA).
Fowler Flaps
As Americans have looked over
the Kappa at several airshows
where the low-wing model has
been exhibited, one design feature
everyone seems to notice is the
superb Fowler flap execution. As
is common with this flap design,
Pistek and his engineering staff
extended Skyleader 500's Fowler
flaps well beyond the wing trailing
edge. Not only does this put
them in cleaner air, it adds considerable
square area to the wing,
which helps the design fly well at
slow speeds. The flaps also arc
downward with a wide gap to supply
optimal airflow over the surfaces.
The Skyleader 500's flap linkage
is highly effective with 10°
and 35° of deployment guided by
a track arrangement. In flight you
can see and feel the effect of lowering
and moving aft the flaps to
the first position, and you then
sense a separate action when
those flaps descend noticeably to
the second position.
In my first flight experience in
the original KP-5, flaps were
mechanically deployed using a
button-detent Johnson Bar. I
found it took a significant physical
effort to get the second notch
deployed. My in-flight recorded
notes reflect that I had to yank
hard on the lever to engage maximum
flaps. Factory pilots used to
advise engaging the flaps at slower
speeds. Engineers even defended
the effort, saying the use of
mechanical actuation kept pilots
from lowering the flaps above recommended speed.
Despite the engineering argument, market forces
prevailed and today's wide-body Skyleader 500 has
electric flaps among several other changes. As
Skyleader has taken the reins, a new, easier-to-use
flap lever and position indicator are within easy
reach on the T-panel.
One of the most notable features of the KP-5 was
its staggered seat design that positions the left seat
6 inches in front of the right seat. Not everyone liked
this arrangement though I found it desirable for two
reasons: one, it afforded
more elbowroom to each
occupant and two, it
allowed either seat to have
a relatively unobstructed
view out both sides. The
ultralight Earthstar
Odyssey also successfully
employed this seating
arrangement. Skyleader
advises that the staggered
seat will remain as an
optional choice into the
future.
Just Introduced
However, as the '08 U.S.
Sport Aviation Expo concluded
in January, Kappa's
weather-delayed 2008
model revealed the newest
wide body variation. The
company showed side-byside
seating without the
stagger and they renamed the plane Skyleader 500
LSA.
After the company widened the cockpit to one of
the broadest in light aviation, people increasingly
inquired about the value of the staggered seats.Win
and the Czech engineers heard the market speaking.
So, one of Skyleader's first moves was switching to
conventional side-by-side seating. The wide-body
version of Skyleader 500 pushed the cabin beyond
47 inches, significantly broader than Cessna's
benchmark 172 Skyhawk 4-seater.
The Skyleader 500 LSA that finally made it to
Sebring, Florida, also showed a new step to aid
entry. Steps on each side hinge and can streamline
in flight. The revised model also showed a new interior
finish, a new flush-mounted leading edge landing
light employing LED lights ("very bright," says
Win), and other refinements such as cleaner looking
engine cowl fasteners and a more intuitive flap
switch.
"Flight schools like the Wide Body's extra width so
they can handle bigger students," reports Win. But
all occupants will enjoy the extra space. In keeping
with the thoughtful design of Skyleader 500, the
enlargement is well done without an obvious bulge
to identify how they created the extra space. Inside,
the center console was made narrower in the '06
upgrade yielding more foot room. In all, Americans
of any size should sense a comfortable cockpit.
The wide-body Skyleader 500 also has thicker
wing skins (now .027 aluminum and easily meeting
ASTM standards) fastened with filled pop rivets.
While such a change seems aimed at structural
upgrading, the plane seems to have a more solid feel
with no "oil-can" sounds audible to the occupants.
A button on the side of the hand brake helps set
the parking brake. Similarly, a starter button is mounted
on the left side of the throttle, though it is
now indented so it can't be inadvertently bumped.
"The final location may change in the future," indicates
Win. While this is an unusual location, the
starter is certainly easy to reach while maintaining
full control of the throttle. Other minor features are
also done differently, for example, the friction lock is
unique in my experience. But overall, the Skyleader
500 exhibits professionally achieved hardware.
Electric in-flight trim is optionally operated by
either left or right joystick switches, but not both, so
that both pilots cannot simultaneously move that
control. As is often the case when installed in this
location, the switch creates fairly fast response so
the better technique is to hit the button a series of
times and rarely hold it down. A small indicator
mounted to the left of the airspeed indicator on the
far left side of the panel provides a good visual display
of which way you're moving the trim.
Fortunately I was able to feel the effects of trim
quickly as the indicator was not a ready glance for a
pilot seated on the right. Since my flight, the trim
indicator has been moved to the center of the panel
for improved visibility by both pilot and co-pilot,
reports Kappa Aircraft.
Seats adjust via a lever under the seat, like car
seats. You can easily shift fore and aft while seated.
The seat cushion may feel short while you are
adjusting the seat, but since the cushion extends on
either side of the joystick it proved comfortable once
belted in position.
The Skyleader 500 rudder pedals are interesting
in that they hang low, contacting your foot about the
middle and affording a good control feel. As with
many things about the 500, this is a bit different but
a good difference.
The Skyleader factory is now offering higher quality
interiors including leather; interiors are similar
to Airtex brand in the U.S., says Win. The bright
orange example in the photos shows the new leather
seats with racing-seat-like bolsters.
Each joystick also has a push-to-talk switch allowing
you to keep your hand where it belongs during
takeoffs and landings. Across the
panel all-electric switches are
hooded or guarded to prevent their
inadvertent movement. Unusual in
a light sport plane, the Skyleader
500's twin fuel tanks are switchable.
You can burn one side more
than the other to aid lateral balance.
Wide-Body Visibility
KP-5 pilots have very good visibility
over the nose even from the
more-aft right seat. Naturally it's
optimal from the left seat.
Staggering the seating allows
each pilot to see laterally, but also
works well for an instructor to let a
left-seat student feel like he or she
is pilot-in-command. And it let
Jihlavan Airplanes' engineers keep
the cabin width narrower to
improve performance and fuel
usage. Seats in the new model are
the same size, but elbowroom is
reduced from the staggered version.
The canopy latch was redesigned and remounted
from the side to the overhead support with pins that
secure the sides of the canopy. It all happens with
one motion that either occupant can make.
Jihlavan provides a baggage area large enough to
hold 66 pounds, says the company. Baggage goes aft
of the seats and the adjustable-position seats lean
forward for access to the cargo area. Using a technique
like removing a drawer from a desk, you can
readily remove the seats to fill the cargo area to its
maximum allowed capacity.
You can also put some items in the standard hat
rack compartment, although Win noted that if an
emergency airframe parachute is chosen, the hat
rack is not available.
Toe brakes were installed only on the left seat
though Skyleader is working to offer toe brakes on
both sides as an option in the future. So far, most
American customers have ordered a hand brake
mounted to one or both joysticks. The hand brake is
also hydraulic. If customers choose this option, the
rudder pedals can then be adjusted for greater seating
versatility.
Flight Qualities
When Win and I flew around central Florida, I
wrote, "The KP-5 is one of the best handling aircraft
I've had the pleasure to fly." When I updated my
flight experience in the Wide Body KP-5 with Frank
Cuba, I was pleased to discover the earlier flight
qualities had not degraded when the fuselage was
widened. Among other low-wing LSA I've flown, the
KP-5/ Skyleader 500 remains one of my favorites.
Harmony in the controls is quite good. Pressures
are light and response is crisp without being sudden.
The Skyleader 500 can also make a good trainer
- its sturdy gear also serves this purpose - yet
experienced pilots will also appreciate its fine combination
of control ease and authority.
I figured rolls from 45° to 45° took about 3 seconds,
an estimate with which Cuba agreed. The
Wide Body Skyleader 500 offers very responsive
handling with modestly light control forces. Yet if
you bump the 500's joystick during a cross-country
flight - as you might while checking a map or making
a GPS adjustment, you won't upset the flight.
Steep turns went well in the Wide Body model. I
added a touch of power but then I ended up climbing
slightly in both left and right turns. The controls
weren't at fault; I tended to raise the nose too much
and we ended up climbing gently when I didn't
mind the altimeter. When the nose is in the proper
attitude it appears you are beginning a shallow
dive. The good visibility over the nose creates a
favorable impression once you adapt.
Cuba also flies an RV-8 but claims to prefer the
KP-5 to the popular Van's model. For cutting
through turbulence, the Kappa is strongly his
preference. He attributes this capability to what
he calls a "complex wing." He explains that as you
examine the wing, you see that at each bay the
line of rivets changes illustrating the wing's
sweep and taper.
Although the KP-5 slows down well as proved
by my experience with stalls, controls remain very
responsive right down to minimum flying speeds.
With those Fowler flaps extended well aft, the airplane
seems content flying at 45 mph.
The 100-hp Rotax 912S engine provides excellent
performance on this 1,278-pound gross
weight airplane. Climb rate was 800 to 900 fpm at
2,000 feet msl on an 80°, moderately humid day in
central Florida. At a slightly modest 4,900-rpm
power setting and at a low altitude, we were indicating
115 to 120 mph.
In a timed 1-minute descent rate check with
power to idle thrust and best glide speed of 70
Dynon mph, the KP-5 descended 550 feet.
Jihlavan developers claimed that with retractable
gear and an adjustable prop, the KP-5's glide
could be 18:1. With fixed gear and prop they feel
glide remains a very respectable 14:1. Whatever
the numbers, I could feel our test plane stretch a
glide and sink slowly.
Fuel sources are 8.5 gallons per wing tank filled
with your choice of low-lead avgas or high-test
auto gas. You can elect two more 4-gallon tanks
for a total of 25 gallons, which would equate to
more than 5 hours of range that could take you as
far as 650 miles.
The KP-5 gear is very forgiving and feels very
sturdy. I had three landings and Cuba said I tended
to raise the nose unnecessarily high, which
caused me to plop in on the gear. However, this
showed how wonderfully well the gear cushioned
my touchdowns. Cuba appeared not to have the
slightest concern as I made these highly scientific
evaluations.
Given the combination of low sink rate with
effective flaps and good low-speed handling, the
KP-5 accommodates takeoffs and landings with
ease. You may deploy those excellent flaps at 68
mph.
Comfortably Stable
I performed approach and departure stalls plus
accelerated stalls. Most fell to the right a little
faster than I'd consider optimal, but recovery was
always easy. In no case was power required to
recover from stall with minimal altitude loss.
After noting the right-hand break, I paid extra
attention when I did accelerated stalls to the
right. But even with the wing bank at about 45°,
the Kappa KP-5 rolled out level, confirming the
reasonable stall characteristics of this airplane.
My speculation is that this good quality may result from slipstream effect on the tail.
In accelerated stalls, a pronounced burbling identified
incipient stall. This was less evident in straight-ahead stalls,
but when the nose fell through it proved quite a benign
action.
All stalls came at very low speeds. Given instrument error
at the bottom of the range, I don't know if I can believe the
38-mph indication for stall. This represents only 38 mph,
making it 13.8 mph slower than the maximum for light sport
aircraft. Regardless of actual numbers, it's clear the KP-5
stalls very slowly, a great quality for instructional use. And,
in case you were wondering, all stalls were done without
using the superb Fowler flap system.
Checking longitudinal stability and disturbing the joystick
significantly forward produced a dive speed of about 120 mph
(per the Dynon set in mph). In just two oscillations, the KP-5
had returned to essentially level flight. Disturbing the stick
aft and releasing required three oscillations, but both showed
excellent stability with adverse pilot input.
Power stability showed that when power was reduced
swiftly from level trimmed flight, the KP-5 dove to 118 Dynon
miles an hour. When applying full power from level trimmed
flight, the KP-5 quickly leveled out.
Premium-Priced Kappa, er Skyleader
As '08 began, the base price of the Skyleader 500 Wide
Body remains $113,000, as it was in '07 and despite a significant
climb in the euro/dollar exchange rate. Thoroughly
equipped with dual Dynon displays, a Garmin 496 plus
radios, autopilot, and most other desirable equipment the
Skyleader has to offer, the KP-5/Skyleader 500 as tested was
priced at $138,000, making it an upper range SLSA.
Even at the base price you get quite a bit of value: 2 hours
of orientation flying, Garmin SL 40 radio and transponder,
VFR flight instruments and basic engine instruments, ELT
(required on an LSA but not always included in the base
price), hydraulic brakes, dual controls, cockpit lock, electric
trim, two (tail and belly) anti-collision lights, fuel gauges, fuel
pressure gauge, oil temp, tachometer, oil pressure, CHT, battery
recharging indicator, 12-volt socket, engine hourmeter,
VSI, altimeter, ASI, compass, and bank indicator.
Pilots considering a new LSA have many interesting choices
and price plays a major role or we wouldn't have some
models available in the $60,000 range (and yes, some are genuinely
available at that cost, fully built, ASTM-certified, and ready to fly home). Keeping it all in perspective,
most kit-built airplanes are hard to get in the air
with engine and basic avionics for less than $40,000
(though some ultralight kits remain aviation's
greatest bargains).
The Skyleader 500
may appear premium
priced and equipped; yet
after you've made payments
for a few years,
the total you paid may
no longer be as critical
as it seems when you
first contemplate financing
a $115,000 to
$130,000 airplane. With
AirFleet financing, you
could put down $26,000
(the price of some ultralight
kits with engine),
and make $877 monthly
payments. Does that
make the purchase tolerable?
If not, a growing
number of partner plans
can help you and a few
friends jointly own a KP-5. Or you could talk your
local flying club into
acquiring a Skyleader 500. Unless I miss my guess,
any airplane that flies as sweetly as a 500 would
find a substantial following in the USA. Go take a
demo and see if you don't agree.
