News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft
Website: http://www.tecnam.net
Email: info@tecnam.net
Phone: (01139) 817583210
Casoria Na, -- 80026 - ItalyAs a company Tecnam has several distinctions: they are one of the oldest light airplane producers, dating to 1948; they have more models of SLSA than any other company; and the Italian company has one of the broadest lines. Here we look at their sliding-canopy, low-wing Sierra P2002, a model with a great following around the world.
As a company Tecnam has several distinctions: they are one of the oldest light airplane producers, dating to 1948; they have more models of SLSA than any other company; and the Italian company has one of the broadest lines. Here we look at their sliding-canopy, low-wing Sierra P2002, a model with a great following around the world.
Tecnam has no less than five SLSA models, the most of any producer, now that they added their handsome P2008 to the fleet. Bravo is their high wing cantilevered version and it's a favorite among many for its enormous view, a full 360 degrees of vision and no struts to block the scenery. Bravo flies with the usual Tecnam natural feel and cruises toward the upper end of the LSA spectrum. In this video we'll show you around inside and out.
Tecnam has no less than five SLSA models, the most of any producer, now that they added their handsome P2008 to the fleet. Bravo is their high wing cantilevered version and it’s a favorite among many for its enormous view, a full 360 degrees of vision and no struts to block the scenery. Bravo flies with the usual Tecnam natural feel and cruises toward the upper end of the LSA spectrum. In this video we’ll show you around inside and out.
The latest from top producer, Tecnam of Italy, is this super handsome P2008. First seen at the 2009 Aero show in Germany, Sebring 2010 was the coming-out party for the P2008 in the United States. In this new SLSA model, we see the marriage of Italy's all-metal skills to the composite capability of CAG, a Spanish company Tecnam bought to acquire their knowledge of such construction. And it worked! The smooth lines and Italian design make for one of the prettiest LSA in the fleet.
The latest from top producer, Tecnam of Italy, is this super handsome P2008. First seen at the 2009 Aero show in Germany, Sebring 2010 was the coming-out party for the P2008 in the United States. In this new SLSA model, we see the marriage of Italy’s all-metal skills to the composite capability of CAG, a Spanish company Tecnam bought to acquire their knowledge of such construction. And it worked! The smooth lines and Italian design make for one of the prettiest LSA in the fleet.
Tecnam, one of the most successful manufacturers in the LSA industry, makes several models of which one of the newest is the Eaglet. Introduced in 2008, the Eaglet is an amalgam of their Echo Super and Bravo high wing models. Based on their natural handling, good performance, and long company history, Eaglet is worth a closer look.
Tecnam, one of the most successful manufacturers in the LSA industry, makes several models of which one of the newest is the Eaglet. Introduced in 2008, the Eaglet is an amalgam of their Echo Super and Bravo high wing models. Based on their natural handling, good performance, and long company history, Eaglet is worth a closer look.
After more than a decade of LSA, one airframe manufacturer stands head and shoulders above all other in what I call the "light aircraft space." That term gets stretched far and wide with this update on Costruzioni Aeronautiche Tecnam ... simply "Tecnam" to most folks.
If Tecnam was a person, I'd call him restless and tireless. Does he sleep? I think not. Are any flying machines not possible for this design dynamo? I see no limits to his ambitions. So prolific is this Italian aviation powerhouse that I will blend several news items into one story.
Tecnam is a large team, an entire factory full of hard-working people, and representatives of all sorts scattered across several countries. At the core of this engine of production (33 models and variations) is Luigi Pascale, the 92-year-old patriarch of Team Tecnam with management by nephew, Paolo Pascale. Paolo is the visible face of Tecnam at airshows, standing literally head and shoulders over most of his competitors. By comparison Professor Luigi is tiny but this man still leads design of all Tecnam models and, I'm told, does some of the first flights in his creations. One word repeats in my mind: impressive!
Earlier the Italian manufacturer reported earning EASA (Europe's FAA) certification for their handsome four seater called P2010. In mid-December 2015, Tecnam announced Type Certification from FAA. "P Twenty Ten is the first new single engine, high wing, four-seat aircraft from Tecnam that brings together an all-carbon-fiber fuselage with a metal wing and stabilator," said Tecnam.
Establishment of the Tecnam U.S. customer delivery center, assembly facility, and American headquarters at the Sebring Regional Airport in Florida helped to a nationwide sales and customer support network. That and a policy of required only 10% down payment with no balance until the aircraft was in the USA and ready for delivery "resulted in a major upswing in deliveries of Tecnam aircraft in North America," indicated Tecnam.
Although it has been in existence since 1948, most American buyers were introduced to the Tecnam brand through their fleet of Light-Sport Aircraft. Beside the U.S., Tecnam has delivered airplanes to 65 countries. The company's lower cost two seat aircraft share the 10%/90% payment plan and also benefit from an ample stock of replacement parts housed at the company's Sebring facility.
Rotax's engine series have long been able to use mogas, avgas, or any combination thereof. Not only is this versatile but it can lower cost of operation, a key watchpoint for flight school operators that tend to log many hours on their machines. Rotax is said to run cleanest on automobile fuel.
All Tecnam LSA use the Rotax brand of engines but with their P2010 model Tecnam demonstrated their commitment to a "greener" future by confirming EASA approved use of automobile gas for all Tecnam P2010 airplanes. "Mogas fuel ensures Tecnam P2010 flyers will benefit from more cost effective operations and produce significantly lead free emissions," the company reported. Selection of Lycoming IO-360M1A to power their P2010 four-seater was mainly a result of its ability to burn alternative fuels other than avgas.
"All Tecnam two and four seat, single and twin engines aircraft, are now able to operate with environment friendly fuels, especially mogas, containing up to 2,000 times less lead than 100LL," boasted Tecnam.
Lycoming Engines was equally enthusiastic. "In achieving [EASA approval], Tecnam's P2010 became the first known OEM fixed-wing aircraft fully approved by the manufacturer to use each and every fuel listed in our SI1070 Approved Fuels document," said Michael Kraft, Senior VP and General Manager of Lycoming Engines.
Tecnam Managing Director Paolo Pascale confirmed the benefits: "This provides the consumer with a great number of fuel options on the aircraft, and especially unleaded options which are not only better for the environment, but better for the engine."
Tecnam still isn't done and Professor Luigi has rested yet.
P2012 Traveller is the company's eleven-seat next generation piston engine twin, designed to comply with both FAR part 23 and EASA CS-23 and to ensure operators benefit from very low operating and maintenance costs in particular.
Recently, launch customer, commuter airline operator Cape Air conducted an on-site joint production development meeting at Tecnam's Capua, Italy assembly facility. An encouraged Cape Air president Linda Markham (photo) said, "We look forward to continuing our collaboration.
P2012 Traveller serial number 003 is now complete with its twin Lycoming TEO 540-C1A engines fitted. The largest Tecnam is undergoing extensive testing of its fuselage, wing and empennages.
P2012 Traveller will first do service as a passenger airplane, Tecnam said, but it was designed for multiple roles including "Hydro, VIP, cargo shipping, parachuting, and medevac services."
Since it is not wise to take your eye off Tecnam for too long we will keep reporting the latest developments.
After more than a decade of LSA, one airframe manufacturer stands head and shoulders above all other in what I call the “light aircraft space.” That term gets stretched far and wide with this update on Costruzioni Aeronautiche Tecnam … simply “Tecnam” to most folks. If Tecnam was a person, I’d call him restless and tireless. Does he sleep? I think not. Are any flying machines not possible for this design dynamo? I see no limits to his ambitions. So prolific is this Italian aviation powerhouse that I will blend several news items into one story. Tecnam is a large team, an entire factory full of hard-working people, and representatives of all sorts scattered across several countries. At the core of this engine of production (33 models and variations) is Luigi Pascale, the 92-year-old patriarch of Team Tecnam with management by nephew, Paolo Pascale. Paolo is the visible face of Tecnam at airshows, standing literally head and shoulders over most of his competitors.
One of my favorite tales was taken from an old Delta Air Lines house magazine, the sort sent to employees of the company before email invaded our lives. Airlines have their own meteorology departments and the Delta guys once wrote, "Every time you forecast the weather, you know you're wrong; you just don't know by how much or when. If you are ever right, never let 'em forget it." Ah, yes, remember when we correctly forecast that big storm, back in 1967? I got a lot of chuckles from telling that story.
Weather forecasting is much better today, but statistics can often be wrong despite best efforts. Along this line, I heard from a reader, an engineer in Italy, "In your article 'Analyzing Statistics on Worldwide Aviation,' you did not mention my country."
In this update article, I wish to correct that shortcoming and add a couple more pieces of information. The result of my deeper examination pushes sport and recreational aircraft closer to 50,000 worldwide.
My Italian reader, who preferred I did not use his name, wrote, "Apart from being the country from where several LSA aircraft arrive — he mentions Tecnam, which may be the largest LSA and light aircraft producer on the planet — we have over 13,000 registered "ultralight" aircraft with the Aeroclub of Italy (a national institution managing registrations of ultralight aircraft, including gyrocopters and helicopters)." I add that Germany does something similar with its DAeC and DULV, which might account for GAMA having zero information about microlights in Germany, a nation I know to have a significant number of such aircraft.
The Italian engineer continued with his amplification, "Although the number (13,000) includes 'ancient' aircraft from the '80s that might be out of commission now, I can confirm that well over 6,000 aircraft are flying from hundreds of grass strips and aerodromes across the country." As such, this places Italy — correctly so, based on corroborating information — in the top tier of countries with a large base of light and sport aircraft.
"The reason why [the aircraft count] is not so obvious," he further clarified, "is that the certification of pilots and aircraft is done outside of ENAC (Italian equivalent of FAA) and therefore does not get reported in the usual channels where numbers of registered aircraft are accounted."
"Ultralight (generally meaning the European name for light two seaters, not the U.S. superlight single seaters) registrations for Italy follow the [aircraft registration] format I-1234, or I-A123 now that we passed 10,000 registrations. I have seen I-C1xx (can't remember the exact number, but it means that we passed 13,000 registrations already)." He added, "I think we had over 2,000 in the last five years or so."
Looking at the pilot side of the equation, he noted, "On a forum I read the impressive number of 17,500 active ultralight pilots."
"So, despite the obvious intention of keeping a low profile to make sure that the Revenue Service does not develop some new creative tax to hit a vulnerable sector, it looks like there are plenty of pilots and planes filling our skies," the Italian writer concluded. He then invited, "Come visit and we'll be happy to show you around." That's an offer I'd like to take when I also wish to visit the large Tecnam facility in Italy.
My source finished his message saying, "I fly a older Aeronca with American N-numbers using an FAA Private certificate and therefore I don't even show up in that list."
I also managed to overlook two other countries of note. My apology and the only excuse I can offer is that GAMA assembled a great deal of info and I simply did not absorb it all. However, the news is good for the light aircraft sector as the numbers rose considerably from my first estimate of about 40,000 light and/or sport aircraft in the world.
I still don't know exactly how to evaluate Australia's numbers — as they did not break out the LSA-type group in any identifiable way — but I would conservatively guess their microlight/LSA/VLA sector could have around 2,000 light or sport aircraft. If someone in that country knows better, please do educate me. I'd like for these reviews to be as accurate as possible.
However, neighboring New Zealand offered more data. Their listing through me off as they switched methods after 2005 and again after 2010. Yet based on further study, I can see they show 1,059 "microlights" and they once showed a high, in 2009 of 1,853 "Sport" aircraft. From this I might guess they have around 2,000 of what might be called LSA-types.
So, with good Italy info and more from down under, I feel reasonably confident reporting that pilots around the globe fly somewhere around 50,000 light, sport, recreational aircraft.
The update of substantial information about Italy and my further pondering of the many pages in GAMA's detailed report suggest two things to me. First, statistics are devilishly hard to obtain and are subject to all sorts of inconsistencies, many of human origin. Secondly, no matter how you cut it, light and sport aircraft are a very substantial sector of the worldwide family of aircraft.
Here you can examine our chart for LSA and LSA-like aircraft around the world. Please consider all the notes to interpret the figures.
Revised Article UPDATED: 6/5/15 / New total LSA and LSA-like chart (at bottom) — At best statistics can be fluid and hard to state precisely. In response to my request for any Australian input below, Neil Jansen responded, “I found some data sourced from the authority that manages such aircraft categories in Australia (Recreational Aviation Australia).” He attached a PDF article. After my review of this document, I can say that I was not grossly off in my guesstimate of 2,000 LSA-type aircraft. I attempted to be conservative and evidently I was. From a review of the charts and article, I would now increase my Australia figures from 2,000 to perhaps 2,700 so the final calculus of around 50,000 worldwide aircraft looks even more solid. That said, my European counterpart, Jan Fridrich, and I since had a conversation that suggests even 50,000 may not fully cover it.
Tecnam has become widely known for its extensive fleet of Light-Sport Aircraft designs (meeting ASTM standards) and for their popular twin-Rotax 912 Twin model (using traditional certification). At Sun 'n Fun 2015, visitors can expect to lay eyes on the P2010 or as Tecnam usually calls it, "P Twenty Ten."
I have told you that ByDanJohnson.com expects to cover Light GA Aircraft — or LSA 4.0, as my journalist pal Marino Boric christened them — in addition to our on-going coverage of Light-Sport Aircraft, light kit-built aircraft, and ultralights including microlights and electric-powered aircraft. You can hardly miss the theme: "light" aircraft but the coverage is meant to be of affordable aircraft brands this website often covers — and is supported by — including all American and international producers of LSA.
As you look at the photos in this article and compare them with the P2008 (bottom photo), you see the resemblance clearly. One evolved from the other. "P" refers to Pascale, specifically Professor Luigi Pascale, the 90-year-old designer of all Tecnam aircraft, a diminutive but impressive man who I am told still does the test flying of his latest and greatest. His output is marvelous.
Today, Tecnam announced that the company will celebrate the first anniversary of its North American facility in Sebring, Florida with the "U.S. debut and special pricing for the P Twenty-Ten, Lycoming IO-360 powered, four-seat aircraft at Sun 'n Fun 2015."
A year ago, at Sun 'n Fun 2014, Tecnam announced establishing a center in a 21,000 square foot hangar and offices at the home airport to the Sebring Affordable Aircraft Expo, the new moniker for what most of us still call the Sebring LSA Expo. "Tecnam's facility serves as showroom, training center, maintenance center, spare parts warehouse and support for the North American sales and service centers," the company said.
At their space at Sun 'n Fun, expect to see P2010, the Twin, and several Tecnam LSA including the high wing P2008 (photo below) and low-wing Astore (video). Another Tecnam will be on display in the LSA Mall in Paradise City.
"P Twenty-Ten is an all-new IFR high wing aircraft that uses a carbon fiber fuselage with a metal wing," Tecnam said. Deliveries have already begun to customers in Europe under an EASA standard type certificate. "The combination of carbon fiber and metal allows for an expansive cabin with three large entry doors without sacrificing the flight qualities of a metal wing." Some ready customers can take advantage of a special offer to order the Garmin G1000-equipped aircraft at substantial savings. List price for the P2010 is $379,500, but the first 10 customers to place an order at Sun 'n Fun will be eligible for a special Sebring-facility anniversary price of $345,000.
Test pilot Peter Collins recently commented, "P Twenty-Ten was genuinely a real pleasure to fly and future owners will be inspired by the aircraft's combination of advanced avionics, very short field performance, exceptional useful load capability and excellent cross-country range."
Tecnam's team, lead by Shannon Yeager, Director of Sales for Tecnam US, can be located at main aircraft display space MD-27 in Lakeland, FL during April 21 to 26, 2015. If you can't wait or want to get your name in line for one of the specially-price P2010s contact Tecnam US at 863-655-2400 or email Tecnam.
Tecnam has become widely known for its extensive fleet of Light-Sport Aircraft designs (meeting ASTM standards) and for their popular twin-Rotax 912 Twin model (using traditional certification). At Sun ‘n Fun 2015, visitors can expect to lay eyes on the P2010 or as Tecnam usually calls it, “P Twenty Ten.” I have told you that ByDanJohnson.com expects to cover Light GA Aircraft — or LSA 4.0, as my journalist pal Marino Boric christened them — in addition to our on-going coverage of Light-Sport Aircraft, light kit-built aircraft, and ultralights including microlights and electric-powered aircraft. You can hardly miss the theme: “light” aircraft but the coverage is meant to be of affordable aircraft brands this website often covers — and is supported by — including all American and international producers of LSA. As you look at the photos in this article and compare them with the P2008 (bottom photo), you see the resemblance clearly.
Tecnam had a strong year last year with reasonable sales of Light-Sport Aircraft plus larger, certified airplanes into the U.S. market. Around the world, according to the report released by GAMA and confirmed personally by Managing Director Paolo Pascale, Tecnam shipped nearly 200 airplanes in 2014. While ByDanJohnson.com readers are focused on recreational aircraft primarily from LSA and light kit manufacturers, more of these companies are joining Tecnam by preparing to offer what my journalist friend Marino Boric has dubbed "LSA 4.0," meaning four seat LSA-type aircraft.
I am keenly aware that regulars to this website are focused on Light-Sport, light kit aircraft, ultralights — generally, aircraft flown primarily for fun. However, an entire new legacy is being written as producers of those aircraft types are charging ahead into LSA 4.0 aircraft. Since these new aircraft are from brand names well known to me, I intend to cover what I will call "Light GA" as well.
Tecnam is leading this charge with the 2006-era Tecnam Twin that uses two Rotax 912 engines, but they have since gained regulatory approval for their single engine four seater, P2010. (Tecnam models indicate the year the design was initiated.) The company is also going further upscale with a design seating eleven and they are joined by other LSA builders in this goal but we will delve into that story later.
Recently Tecnam reported, "P2006T Twin has successfully achieved certification to enable it to carry passengers for hire." Twin is a four seater, not the larger P2012 Traveler, but they know it is certainly capable of hauling paying passengers (photo). "[We] will promote P2006T Twin for charter and air-taxi usage."
The first Tecnam P2006T Certificate for Passenger Transportation is operated by Russia-based Chelavia. Established in 2003, ChelAvia currently operates nearly 100 Tecnam aircraft and is actively engaged in training commercial pilots for some Russian airlines.
Khalid Al Khater Thani (L), of Aviation Home with Sheik Thani Al-Thani are the proud owners of the first Middle East-based Tecnam P2010. photo courtesy of Tecnam
Tecnam's P2006 Twin airframe was selected by NASA for an 18-motor experimental project. Here is some of the out-of-the-box thinking that speculates that an aircraft fitted with a long string of small electric motors can theoretically perform well.
NASA loves its abbreviations and trick phrases so the program is called LEAPtech with LEAP standing for Leading Edge Asynchronous Technology. The aim is reported as being "developing safer, more energy efficient, lower operating cost and greener General Aviation aircraft."
NASA will fit an experimental 31-foot aircraft wing with 18 electric motors placed along the leading edge onto a Tecnam P2006T aircraft frame (photos). The electric motors are powered by lithium iron phosphate batteries. American companies ESAero and Joby Aviation will manufacture and integrate wing and motors on the P2006T airframe. Tecnam said, "Researchers hope to fly the modified Tecnam P2006T piloted X-plane within the next couple years."
Tecnam had a strong year last year with reasonable sales of Light-Sport Aircraft plus larger, certified airplanes into the U.S. market. Around the world, according to the report released by GAMA and confirmed personally by Managing Director Paolo Pascale, Tecnam shipped nearly 200 airplanes in 2014. While ByDanJohnson.com readers are focused on recreational aircraft primarily from LSA and light kit manufacturers, more of these companies are joining Tecnam by preparing to offer what my journalist friend Marino Boric has dubbed “LSA 4.0,” meaning four seat LSA-type aircraft. I am keenly aware that regulars to this website are focused on Light-Sport, light kit aircraft, ultralights — generally, aircraft flown primarily for fun. However, an entire new legacy is being written as producers of those aircraft types are charging ahead into LSA 4.0 aircraft. Since these new aircraft are from brand names well known to me, I intend to cover what I will call “Light GA” as well.
Meeting of the minds ... National Training Aircraft Symposium at Embry Riddle.
Tecnam presented their P2008 and Twin to university flight school administrators from around the USA.
Leading kit aircraft manufacturer and now SLSA producer, Van's Aircraft showed their RV-12 as a trainer schools can consider.
Piedmont Airlines has an attractive offer for employees who want airline flying jobs. Piedmont's parent is US Airways, which merged with American Airlines.
Yesterday, filling my role as President of the Light Aircraft Manufacturers Association, I joined Tecnam and Van’s Aircraft as a group of about 100 collegiate educators met in their annual NTAS or National Training Aircraft Symposium. This annual gathering assembled an impressive group of academics who manage flight training for their university students. It was a day of presentations with a special focus on the ADS-B Out mandate from FAA. For university flight programs operating dozens to hundreds of airplanes each, equipping their certified airplanes represents a major cost. Additionally, maintenance shops qualified to handle this cannot handle a large number of installations if owners wait until the deadline is near. It is estimated that an average of 34 hours of labor is needed per airplane. AEA estimates 105-166,000 U.S. aircraft still need to be equipped in the next five years. It can be done, they said, but not if many owners wait to the last minute to start.
P2008's interior. Buyers can select from a broad range of avionics. Learn more about P2008 in this video.
Tecnam U.S. Inc., is quartered in the former Lockwood AirCam building at the Sebring airport.
Italian company Tecnam has been a leading producer of Light-Sport Aircraft since the beginning of this newest aviation sector. Early distribution arrangements proved less than optimal so, like any progressive company, Tecnam retooled … and retooled again. In 2014 it appears they finally dialed in the correct lock combination. While keeping their friends at former distributor Heart of Virginia Aviation, they installed a factory presence at the top of the pyramid. A new factory-operated facility at the Sebring airport was announced at Sun ‘n Fun 2014. At the same time Shannon Yeager was hired to run the Florida center. As the year comes to a close, I called Shannon and asked for a summary of how things are going for Tecnam U.S. Inc. In particular I wanted to know how their 10% down program was working. When I first reported this, I found it a compelling answer to the concerns many American buyers have regarding the common need to send many tens of thousands of dollars overseas for an extended period of time.
Much of what we hear and know about airplane populations is centered on America. Yet in the world of sport and recreational aviation, the rest of the world equates to at least a 1:1 relationship, that is, for every American aircraft flying, many experts agree another flies internationally. It may be more significant than that ... consider Germany.
In mid-August, our friends at Aerokurier, Germany's leading aviation magazine, assembled an article about the top 10 ultralights in that country. A European ultralight, as you may know, is not the same as an American ultralight that is today limited to a single seat and no more than 254 pounds of empty weight. In Germany and elsewhere around the European Union, "ultralight" refers to an airplane much like a U.S. Light-Sport but limited in weight to 472.5 kilograms or 1,041 pounds.
Originally the weight limit had been 450 kilograms or 992 pounds but because emergency airframe parachutes are mandatory in Germany the weight was increased a few years ago to cover this component. In the following article, we present Aerokurier's article translated by computer and edited for English readers. Any errors from the original are ours. Following Aerokurier's description is our added commentary. We hope you enjoy this glance at the very active sport flying community in Germany. We'll do this in style of TV host David Letterman's Top-10, starting with #10 and working up to #1.
According to sanctioned organizations (DaEC & DULV) tasked with administrating and registering ultralights in Germany, 2,257 airplanes comprise the country's Top-10. This number is equivalent to our market share charts that show entire fleet size over the life of the category. The numbers below do not describe annual sales.
#10 — Evektor Eurostar (94 flying) — Built by Evektor in Kunovice, Czech Republic, Eurostar is a versatile all-metal low-wing aircraft recommended for travel, training, and towing. Regular model updates ensure that the Eurostar does not look old today. Under the model name Sportstar RTC, the aircraft is also available as EASA-certified LSA [under EU rules called CS-LSA]. |||| Americans know Sportstar and now Harmony as a leading LSA company ranked at #9. Sportstar was the very first LSA to win FAA acceptance back in 2005. This highly refined aircraft has worked well as a trainer and a cross country traveler.
#9 — AeroSpool Dynamic (97 flying) — It's fast and belongs to the ultralight beauties at the sky. Built in Slovakia WT9 Dynamic is the epitome of a sporty composite low-wing monoplane. Capable of more than 200 km/h (125 mph) it excels at cross country flying, is comfortable, and can even tow gliders. Dynamic's flight characteristics are exemplary processing. |||| Dynamic in fixed gear form has some U.S. models flying but after Sport Aircraft Works left the business sales slowed to a stop and it never entered the Top-20 of the American LSA market.
#8 — P92 (147 flying) — Tecnam supplies the P92, a real bestseller. The all-metal high wing is offered in several variants [including floatplane and taildragger]. These products range from the spartan-equipped light version for schools and clubs through to one fitted for luxurious airplane travel. One thing they all have in common: their flight characteristics are perfectly smooth and its structure is considered indestructible. |||| Italian giant Tecnam has sold P92 for 25 years and has examples all over the world. The company, with multiple LSA accepted by FAA, is ranked #6 in the American LSA market though that does not include their certified Twin that uses a pair of Rotax 912s. In early 2014, Tecnam opened a facility in Sebring, Florida along with an customer-friendly deposit program (only 10% due until delivery is ready) that seems sure to increase their market position.
#7 — Kiebitz (151 flying) — The biplane from designer Michael Platzer has a huge following in Germany. Hardly any other ultralight gives so much fun flying in an open cockpit. To win this jewel, owners must either build it or seek one from the used market. Only plans and individual parts are offered, however, for many the effort is worthwhile. |||| Kiebitz has no U.S. market presence yet given the interest in vintage designs like the many Cubalikes, perhaps some interest can develop. On the other hand, Americans already have many choices in the world of homebuilt vintage aircraft so we may never see a Kiebitz in the USA.
#6 — Remos GX (166 flying) — Remos Aircraft started in the mid-1990s with the introduction of its composite high wing G-3 that became popular with many ultralight pilots. Professionally produced and easy to fly this ultralight earned an excellent reputation in the industry. Several years ago, the company offered an updated GX version, which was proceeding toward European LSA approval [a more complicated and costly process than in the USA]. After a difficult time in recent years, production restarted in 2013. |||| Even after stalling badly following a tremendous promotional push, Remos still owns the #7 spot in the American LSA ranking, although reports of added financial challenge continue to dog the company. The airplane was marketed more heavily than any other LSA brand and won many happy customers.
#5 — FK 9 (202 flying) — With the FK 9 Peter and his father Otto Funk [who died in 2014] presented their first FK 9 at Aero 1989 as one of the first "cabin class" ultralights replacing earlier aircraft that were far more basic. Today, the high wing is a model of success that is enjoys great popularity with many clubs and flight schools in Germany. New model innovations ensure continued success in the market. Older models are on the second hand market remain extremely popular. Today, the aircraft is built by FK-Lightplanes in Poland. |||| FK 9 enjoys market presence and current representation by Hansen Air Group in the USA. Another popular model from this company is the folding-biwing aerobat, FK 12 Comet, and coming from FK Lightplanes and Hansen will be a rather fantastic 70% replica of the P-51 Mustang (video) that you have to see to believe; the detail work is simply amazing.
#4 — C22 (229 flying) — Germany's ultralight classic C22 has a loyal following to this day. Since the 1980s the model has stayed on the market and many still authorized aircraft remain active. From today's perspective, flight characteristics and comfort may seem rather spartan, but real ultralight fans love the original flying with the proven tube & Dacron construction from Comco Ikarus based in the south of Germany. [Note that Comco Ikarus also owns the #1 position in the market making this company Germany's clear leader after many years.] |||| No C22s are flying in the USA, nor has the German market leading C42 found many customers. The C22 is very similar to the Flightstar line popular for years in the USA and this entry in Germany's Top-10 listing is the only one faintly resembling what Yankees think of as an American ultralight. No attempt has been made to enter the U.S. with C22 and it probably would not succeed as we have a number of roughly comparable models.
#3 — CTLS (243 flying) — From generation to generation the CT series from Flight Design has become better. This cantilevered high wing, all-composite monoplane has established itself as a mature aircraft for travel, training, and glider towing. Thanks to the extra wide cabin and large fuel tanks, lengthy cross country flights are a pleasure. In both USA and in Europe as an EASA-certified holder of a Restricted Type Certificate (RTC), CT is a successful LSA with 600 kg (1,320 pound) maximum gross weight. |||| You know this one in the USA as the longtime and always market leader. Since the beginning of LSA in 2004, Flight Design's CT2K, CTSW, CTLS, and CTLSi have held the largest single market share, currently ranked #1 with 359 in our most recent market share report. At #3 in Germany and #1 in the USA plus a growing presence in China, the company enjoys a strong position.
#2 — MTO Sport (346 flying) — This gyroplane is a case of the right product at the right time. In 2004, when the first MT-03 was first built, CEO Otmar Birkner had no idea he would trigger a surprising boom with gyroplanes. Many pilots love to be in the open cockpit feel the wind in your hair and to experience the flying dynamics of an autogyro. Today AutoGyro from the north of Germany is the world's leader in the gyro business. The MT-03 and its successor MTO Sport end up together in second place in Germany's registration statistics. |||| AutoGyro and other gyro providers operate in America but as FAA cannot seem to overcome their own rules, these popular planes must be built as Experimental Amateur Built (the 51% rule). If FAA ever catches up with the trend, look for more gyros to be flying as Americans seems to like the fully enclosed two seaters in tandem and side by side form. Rotax reports that gyroplanes are the #1 buyers of Rotax 912 of any aircraft type in the world.
#1 — C42 (582 flying) — Germany's most popular ultralight comes from the south of Germany. C42 by Comco Ikarus secures first place with 582 licensed copies of this tube & Dacron, high wing monoplane. It has been refined repeatedly over the years and currently the manufacturer produces three versions: C42A, C42B and C42C. The aircraft is very easy to use and is widely used by flying clubs and their flight schools. |||| The clear king of ultralights in Germany has 70% more aircraft registered than the number two producer and represents more than 25% of Germany's Top-10, a stronger position than even the top two U.S. LSA producers put together. While Comco Ikarus has attempted to gain an American foothold, exhibiting at big events such as AirVenture in past years, the company has never found either the right representation nor market reception, though admittedly the U.S. market is crowded with great competition for customer attention.
As you can see, the Germany and American markets have their differences but also enjoy great similarity. Germany is one of the very strongest light aircraft markets outside the U.S., trailed in approximate order by the Czech Republic, France, Britain, Spain, Italy and others. The American market remains the world's largest for light aircraft of all types, but in the world of sport and recreation is closely trailed by other countries.
Much of what we hear and know about airplane populations is centered on America. Yet in the world of sport and recreational aviation, the rest of the world equates to at least a 1:1 relationship, that is, for every American aircraft flying, many experts agree another flies internationally. It may be more significant than that … consider Germany. In mid-August, our friends at Aerokurier, Germany’s leading aviation magazine, assembled an article about the top 10 ultralights in that country. A European ultralight, as you may know, is not the same as an American ultralight that is today limited to a single seat and no more than 254 pounds of empty weight. In Germany and elsewhere around the European Union, “ultralight” refers to an airplane much like a U.S. Light-Sport but limited in weight to 472.5 kilograms or 1,041 pounds. Originally the weight limit had been 450 kilograms or 992 pounds but because emergency airframe parachutes are mandatory in Germany the weight was increased a few years ago to cover this component.
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.
The Airplane Factory is flying the Sling 4.
Flight Design will fly its C4 this summer.
Tecnam is progressing fast with the P2010; it has been flying for months.
Alpi Aviation offered their Century 400 with retractable gear at Aero 2014.
Slovenia'sC2P company showed their handsome One Aircraft creation at Aero.
Something of a stealth invasion is beginning. I refer to an emerging flock of four seat Light-Sport Aircraft. Of course, most readers are aware that no such birds exist as LSA (in the FAA’s code, anyway). By U.S. regulation Light-Sport are two seat aircraft. Other nations have some different ideas. For now, suffice it to say the “LSA 4s” — as I choose to call them for this article — are on final. In the past I’ve written about Evektor’s Cobra, one of the first in this group, arriving so early that you probably would not call it a “LSA-like” airplane. The southern Czech company enjoyed success with their SportStar and Harmony, smaller siblings to a four seater they flew several years ago. After Evektor (coincidentally also the very first LSA to be approved), we began to hear about Flight Design’s C4 modeled on their LSA market-leading CT series.
Flags of many nations fly over Comco's exhibit, representing the dozens of countries sending visitors to Aero 2014.
Rotax BRP received the German aviation magazine Aerokurier's innovation award in the category "Powertrain of the Future" for the Rotax 912 iS aircraft engine. Pictured are Thomas Uhr, vice-president of BRP's Austrian manufacturing facility and Rotax engine sales manager Christian Mundigler (R). The company's newly introduced 912 iS Sport is getting positive reviews. For more info: Rotax Aircraft Engines and Rotax BRP
Diesel engines power most long-haul trucks, millions of automobiles in Europe and ... very few airplanes. Yet they are surely coming as they can burn fuel available in many countries. The four cylinder DieselJet engine from Italy produces 115 horsepower (85 kW) and weighs 187 pounds (85 kg) dry. For more info: DieselJet
Tecnam produces not only the largest line of aircraft in the LSA space but reports building more than one every working day, a most impressive pace. To assist pilots requiring hand controls, they showed this Sierra fitted for use by disabled pilots in the UK. The British group receiving the Sierra is pictured with their Aerobility airplane. For more info: Tecnam Costruzioni Aeronautiche
At Aero I have seen many very clever ideas for wing shape and air control over the wing. As elegant as any is the internally slotted wing seen here (pay particular note to the inset photo). However, the Ellipse Spirit wing shape is also beautiful with its gently curved leading and trailing edges, a technique also used on the horizontal tail (not seen). For more info: Ellipse Spirit
We've seen the Skyleader 600 at recent airshows in the USA. It's a handsome all-metal low wing airplane with a backward hinging canopy. Jacksonville, Florida-based importer, Randell Dutton, indicated he will next bring in this GP One, which offers lower cost and is aimed at flight school use. It uses a different construction technique than other Skyleaders models. For more info: Skyleader GP One and Skyleader USA.
A few Samba LSA came into the USA although the current importer for Distar CZ only appears to promote the company's Lambada motorglider. This airplane's jaunty winglet and compound leading edge caught my eye but I was even more impressed with the creative graphic treatment that runs nose to tail. Europeans show a flare for presentation we don't often see in the USA. For more info: Aeronautical & Industrial Resources USA
Spain is not a country from which Americans see many light aircraft but that could be changing as one importer I spoke to at Sun 'n Fun may import a gyro from ELA Aviacion. The company has several models but this 10-Eclipse, debuted at Aero 2014, drew my attention more than any other. Inside and out, this is clearly an advanced state of the gyro artform. For more info: ELA 10-Eclipse
On a few occasions, I have written about Atol Avion's Amphibian (earlier article). In their newest model shown nearly ready at Aero, I find a rare mostly-wood structure LSA candidate. Finland, way up near the article circle, is blessed with lots of high quality wood and lots of water. The airplane shows many clever design aspects, for example, staggered seating that explains two-position center control "yokes." I'll have more on it later. For more info, read: Atol's blog
Aero 2014 is history now but sorting through all the discoveries and reviewing hundreds of photos I shot will consume more time. Just to give a flavor of the diversity in the halls, I present some images below with photo captions. As time allows I will provide several articles about aircraft and concepts contained in the great halls of Aero. One topic I will not cover is the large number of radio control or other model airplanes I saw. In some years, such can take an entire gymnasium-sized hall by themselves … fascinating! Yet the image you see nearby is a shot taken by a small quad copter (photo inset) with its wide angle lens. Such tiny flying machines are surely part of our future and seeing things below is part of their mission (for better or worse). My LAMA Europe associate and friend, Jan Fridrich, asked a vendor to shoot the image you see, which would not have been possible by any means other than a hydraulic lift.
By their reported numbers Tecnam lays claim to be the largest producer of very light aircraft. I use that term versus Light-Sport Aircraft as the Italian manufacturer is not the leading LSA seller yet their sales figures support the company being the world’s largest for LSA-type aircraft. For at least the last couple years, Tecnam has reported sales numbers in the 200 per year range. I have no way to independently verify that volume but it’s clear they are a success story. Tecnam’s website states, “With over 3,500 Tecnam airplanes operating around the world today, Tecnam customers and operators are supported by a global network of over 60 dealers and 100 Tecnam Service Centers.” They boast a wide range models, including Eaglet, P2008, the aerobatic Snap, the newly introduced (to Americans) Astore, and their Twin. In addition to the Astore unveiling Tecnam announced a major news development and several noteworthy initiatives for the U.S.
Gregory Gaulin of the FAA gives Florida Light Sport Aviation's Brian Boucher the first airworthiness certificate for the Super Petrel LS.
Slings and airliners are all headed to Sun 'n Fun 2014.
Tecnam's new Astore is making its American debut at Sun 'n Fun 2014. See our video of Astore's unveiling at Aero 2013. photo by Philip Whiteman of Pilot magazine
Super Petrel LS from Edra Aeronautica — As described in our earlier article, Edra Aeronautica was nearly done with their acceptance by FAA to be able to sell their handsome biwing Super Petrel LS in the U.S. as a Special (fully manufactured) Light-Sport Aircraft. The “almost” is gone now and Daytona Beach, Florida-based importer Brian Boucher of Florida Light Sport Aviation has the pink Special Airworthiness card in his LSA to prove it (photo). Brian’s business also represents the Flight Design CTLSi, so he has two distinctive Light-Sport models he can demonstrate. Florida Light Sport Aviation is based at the Spruce Creek Fly-in (just like ByDanJohnson.com!); he and wife Jean will be at Sun ‘n Fun in space LP-38 past the LSA Mall in Paradise City. Another Super Petrel LS will be available for examination in the LSA Mall as will his CTLSi. Brian is an airline pilot but enjoys Light-Sport Aircraft when he isn’t jetting around the globe.
Snap! Crackle! Pop! It's not just for breakfast anymore. Among the vast array of light aircraft I am only aware of a few other single seat models ... Here's a U.S. example (video) and here's some European single seaters. None of these has yet gone through the process to become Special LSA but that might be changing now that Italian giant Tecnam acquired a, well ... snappy little bird with a catchy name. Tecnam already has the broadest number of models in the LSA space but just to be sure of keeping this title, the company recently announced their new low wing Astore and now they follow with Snap.
Americans have seen Snap before, but Tecnam gives it much more market presence. Snap is a single seat, low wing, fixed landing gear aircraft with a high power-to-weight ratio and the capability to perform aerobatics with low operating costs. Its structure is welded 4130 steel mated to light alloy wings and tailplane. Snap's rudder and ailerons are made from composite carbon and glass as are the fuselage exterior and engine cowl. The lower tailcone is covered by fabric. With a maximum take off weight of just 950 pounds and powered by up to 130 horsepower, Snap certainly appears ready to perform.
Aimed specifically at aerobatic flight, Snap was designed and developed by Fabio Russo, who is now the head of research and development for Tecnam Aircraft. Tecnam recently acquired rights to the Snap and will manufacture the airplane at its facilities in Naples and Capua, Italy. SportairUSA, the American marketing and distribution company that introduced the Snap to the U.S. Light-Sport market, will continue as the American distributor, working in conjunction with Tecnam North America. "Bill Canino and Sportair USA have done a fantastic job together with Fabio Russo to bring this exciting project to the point where Tecnam wished to get involved in its full scale manufacture," clarified Phil Solomon, CEO of Tecnam's U.S. representative. "As the exclusive importer of Tecnam aircraft in North America the Snap will now come through Tecnam North America who will work closely with our partner Bill and Sportair USA to market it to American customers."
SportairUSA has been led by Bill Canino for many years and made a name as the importer of such well-liked models as the Sting and iCub. The company also sells seaplanes and performs a wide range of maintenance services from its home at the North Little Rock Municipal Airport (KORK). "Snap is fun to fly, competitive, and very inexpensive to own and operate compared to conventional aerobatic aircraft," observed Canino. He expects, "It will be certifiable as a production [or Special] Light-Sport (SLSA), Experimental Light-Sport (ELSA), or Experimental-Exhibition (EE)." Progress reports on testing and documentation of the airplane will be reported at the Snap website as new information becomes available.
Snap's standard 9.2-gallon fuel tank is centrally located up front although Tecnam said, "It is possible to install an acro (header) tank below the main tank that allows the aircraft to perform inverted flight if the electronic injection engine and inverted oil system are installed." The company reported the standard engine is the 100-hp Rotax 912 but the fuel-injected 912is can be installed as well. "It is [also] possible to install a special Rotax 912-derived engine with an extra 23 horsepower where allowed (Experimental category only in the USA). "In competition or in practice Snap burns five gallons per hour of premium auto fuel and little-to-no oil, making it inexpensive to own and operate," noted Canino. Tecnam added, "Snap offers incredible performance and is easy to fly for anyone having a basic taildragger experience."
Snap! Crackle! Pop! It’s not just for breakfast anymore. Among the vast array of light aircraft I am only aware of a few other single seat models … Here’s a U.S. example (video) and here’s some European single seaters. None of these has yet gone through the process to become Special LSA but that might be changing now that Italian giant Tecnam acquired a, well … snappy little bird with a catchy name. Tecnam already has the broadest number of models in the LSA space but just to be sure of keeping this title, the company recently announced their new low wing Astore and now they follow with Snap. Americans have seen Snap before, but Tecnam gives it much more market presence. Snap is a single seat, low wing, fixed landing gear aircraft with a high power-to-weight ratio and the capability to perform aerobatics with low operating costs.
Astore comes standard with an Apple iPad® mini on a swivel mount (arrow).
I just wrote about Van’s Aircraft, a 41-year-old company that just came out with their first ready-to-fly airplane. Now I want to talk about a 65-year-old company and a 65-year old airplane design, Astore. First came a 1948 Astore. Recently the 2013 Astore — just unveiled to the public last month at the Aero show — took to the air on its first flight. The Italian company showed again that they can take one of Professor Luigi’s new designs and achieve it in a remarkably short time. Head of Aircraft Design for Tecnam through the decades, Luigi Pascale will celebrate his 90th birthday later this year. As a young man he designed the first Astore and many more aircraft since. Yet this senior engineer seemingly doesn’t need a rest. Company Managing Director Paolo Pascale said of his uncle, “He is enjoying the design work … it keeps him alive!” Watch our video interview with Paolo to hear more about the new model.
Here are two aircraft from sources thousands of miles apart. Likewise, the aircraft could hardly be more different yet each has something special about it. You’ll want to catch both videos. We’ll start with the one we flew: Just Aircraft’s brilliant Highlander SuperSTOL. The company has delivered more than 300 Highlander kits making the side-by-side two seater a hit on its own. However, the design truly arrived with the SuperSTOL edition. You’ll want to watch this fascinating video as lead designer Troy Woodland takes us all around this remarkable machine. Then go aloft with us as we feature cameras mounted on the wing, inside looking at a landing, and even on the tailwheel for a most unusual viewpoint. You’ll get to see why people watched with rapt attention every time Troy landed the SuperSTOL at the Paradise City runway at Sun ‘n Fun 2013. Talk about a fun airplane to fly … you literally land with the joystick full aft from downwind in the pattern until those big-boy tires meet terra firma.
A solar-panel-equipped Pegasus hangs above a display of several electric aircraft.
Conducting a rare interview with Paolo Pascale, the managing director of LSA giant, Tecnam, in front of their new Astore. See our video.
Lightsport and Ultralight Flyer had to arrive early in the morning to get this shot of the Fk 51 Mustang without a crowd around it.
We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That’s more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun ‘n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I’d like for you to understand how much effort that represents. I’d also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you’ll see • Tecnam’s aerobatic Snap • FlyEco’s Diesel engine • FK 51 replica Mustang • Yuneec’s electric-powered eSpyder • lightweight electric aircraft • Zlin’s customizable Bobber • ICP’s Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero’s Bristell taildragger • Phoenix Air’s electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650.
