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Secret Success of Light-Sport Aircraft

By Dan Johnson || September 28, 2017 Leave a Comment

A good friend in aviation journalism and Editor-in-Chief of Plane & Pilot magazine is Robert Goyer. We've known each long enough to have stood around years ago at South Lakeland Airpark waiting to fly this or that new ultralight.

Flight Design C4 prototype

In his Going Direct column earlier this month, Robert wrote an editorial about FAA's Part 23 rewrite project. Using an LSA viewpoint, I wanted to add some commentary to his observations. My goal here is twofold: (1) Show how success with LSA led to good things for other aircraft sectors, and (2) Show how LSA continue to significantly outpace sales of Type Certified Single Engine Piston aircraft. Robert wrote, "The FAA announced earlier this week that the Part 23 Rewrite has taken effect. This means that the rule, which gives manufacturers leeway to employ what are known as consensus standards to meet airworthiness standards instead of the FAA’s prescriptive rules. Those rules have been set in stone for decades [but the new regulation] will allow makers of planes that are sub-250-knot models to use industry standards. The effect will likely be a far cheaper certification process for these aircraft makers, hopefully without any decrease in safety." My comment — For several years, industry with FAA participation has been working on standards to certify new GA planes. These people are using the significant success of Light-Sport Aircraft following this method. LSA accident rates are, to use FAA's preferred term, "acceptable" — which is fairly high praise from the agency.

Tecnam's P2010 has FAA approval and are being sold in the USA and around the globe.

Those standards, devised by industry engineers and interested private parties, have proven very solid in assuring good, reliable, airworthy aircraft. They are also credited with keeping LSA below $200,000 (with two exceptions that I know) and often under $100,000. Prices that low are far back in GA's rear-view mirror. Some folks complain about LSA prices but the most expensive of them are much less than the lowest priced Type Certified single engine piston GA airplanes. Perhaps most importantly, these standards are not just for the USA. They are being used by a growing number of countries. This is vastly cheaper for LSA manufacturers than going country-by-country to gain approval. That gives those builders a larger, almost-global market, which keeps them afloat and helps them keep their prices more affordable, which is good for LSA buyers anywhere. Robert wrote, "Existing models of new planes aren’t selling fast because there are only so many people with the financial ability to pay for a half- or three-quarter-million-dollar plane." He summarizes saying, "I don’t see anything in the new rule that will cut down on the expenses [of] engines, props, tires, electronics, wiring, paint, upholstery, plastics… All of those costs will be unaffected by the rule, so that won’t affect the bottom line. The thing that will affect the cost of producing new planes is the lower cost of compliance, which represents a sizable chunk of the whole, though how much is hard to say."

Pipistrel's super-sleek Panthera.

My comment — When I heard the price tag for a single engine, fixed gear Cirrus almost hit $1 million — for an admittedly superbly-equipped aircraft — I realized our LSA prices from $39,000 to $247,000 were much closer to the budget of most pilots I know. I'm amazed how Cirrus keeps selling so many airplanes but it is not their lesser priced models bringing their success. A new Cessna 172 Skyhawk costs more than $400,000, and while a Maule is much less, LSA is still the place where bargains on new airplanes are found. Further, LSA are commonly equipped with instruments you rarely find in any used GA airplanes. The average age GA plane — some 40 years old — has no digital instruments, no autopilot, and no airframe parachute. They use 1950s-era engines that burn only avgas at the rate of 8-20 gallons an hour. Contrarily, nearly all LSA have flat screens or one sort or another and they fly nearly as fast as a C-172 on half the fuel, which can be auto gas for around half the price per gallon. Even ADS-B Out gear is fairly common in LSA whereas in GA, most have still not so equipped even with the deadline looming.

Interior of The Airplane Factory's Sling 4. It flies using a Rotax 914 Turbo.

Robert concluded, "Why can’t a new four-seater come out built with new materials, utilizing innovative un-certified avionics, and perhaps a whole-airplane recovery parachute system? In essence, for small planes, Part 23 could be very much like Light Sport’s big brother. And by looking at LSA sales, we know pretty much how much those planes will cost: A four seater using these innovative certification and design approaches will cost $250,000 and up. That’s not cheap, but it’s a lot less than many traditionally certificated planes are going for today. Don’t misunderstand me. I hope that I’m wrong, that a slew of new manufacturers arises, putting out cutting-edge models that will go for $150,000 a copy or less. If that happens, we could see a change in the little airplane game yet, with lots of new, lower cost models. That’s a change we’d all like to see. Fingers crossed.

Sling 4 is rare among four seaters to use Rotax power, but it works very well.

My comment — "Light Sport's big brother" …indeed. A few of these might be called "LSA 4" or "Light GA" airplanes but four seaters as seen in the nearby photos are basically enlarged versions of a LSA design. I think Robert is right about the price estimate and we'll see how that unfolds. Certainly, though FAA's rewrite of Part 23 should help four seater sales. I'll close by showing our Global LSA Chart for the number of LSA operating. With annoying regularity, some underinformed people tell me they hear LSA sales are stagnating. While they are only steady in the USA (not that "steady" is a curse), you get an incomplete picture unless you include the whole world. See this article for details, but here's two important facts:

LSA sold an estimated 3,000 aircraft in 2015 where in the same year worldwide deliveries of single engine piston certified aircraft numbered 969 units. Also, see the final chart in the above linked article.
More than 66,000 LSA or LSA-like* aircraft are flying around the globe. Most of these have been sold in the last 15-20 years, a delivery pace far faster than all GA-SEPs. I expect this trend to continue.

For those intrigued by the numbers here's another article on worldwide aviation statistics. Happy flying LSA or light kit aircraft lovers! You are in aviation's sweet spot. Enjoy!

* "LSA-like" is a term describing aircraft that very much resemble America's LSA but may not be called that because each country has its own definitions.

A good friend in aviation journalism and Editor-in-Chief of Plane & Pilot magazine is Robert Goyer. We’ve known each long enough to have stood around years ago at South Lakeland Airpark waiting to fly this or that new ultralight. In his Going Direct column earlier this month, Robert wrote an editorial about FAA’s Part 23 rewrite project. Using an LSA viewpoint, I wanted to add some commentary to his observations. My goal here is twofold: (1) Show how success with LSA led to good things for other aircraft sectors, and (2) Show how LSA continue to significantly outpace sales of Type Certified Single Engine Piston aircraft. Robert wrote, “The FAA announced earlier this week that the Part 23 Rewrite has taken effect. This means that the rule, which gives manufacturers leeway to employ what are known as consensus standards to meet airworthiness standards instead of the FAA’s prescriptive rules.

Update: Flight Design and its Popular CTLS Light-Sport Aircraft

By Dan Johnson || August 2, 2017 2 Comments

After more than a year, a resolution was reached for the airplane that topped the charts in the LSA space since Day One. Although Flight Design's CT-series was eclipsed in 2016 by CubCrafters (by a very slim margin), the aircraft remains well regarded and its many adherents are no doubt breathing a sigh of relief that the "reorganization" (what Americans might call a bankruptcy) has been resolved. All good! (Read more about this reorganization here.) During EAA AirVenture Oshkosh 2017, longtime Flight Design USA representative Tom Peghiny sent news about the new owner of the brand. The crush of airshow activity let others beat us to this news, however, we will use our long history with this company to provide a more detailed report.

That Was Then

Flight Design, the German company that makes the CTLS, has been through the wringer in recent years with a series of reversals no one could have anticipated. After struggling through a combination of events — global economic slowdown; Russian saber rattling in Ukraine, where its main plant is located; and development projects consuming too many resources — Flight Design was forced into insolvency in 2016. Since then it has been operated at a low level of activity by a government-mandated receiver company, but the company was able to maintain the design's Special LSA acceptance in addition to supplying a few planes plus spare parts. All the while, Flight Design principals were looking for new options for manufacturing the CT and obtaining financing for its production. The reasons above made it hard for the company to obtain the necessary funding to purchase the company’s assets, according to Peghiny. Therefore, a recent offer to purchase all the assets by Lift Holding, a German investment group, comes as welcome news for Flight Design.

This is Now

Tom explained, "The new company will be known as Flight Design General Aviation, GmbH. After concluding the sale of all major company assets to the Lift Holding investment group, Flight Design General Aviation will be based at a new and modern facility (photo) near the historic town of Eisenach in the Thuringia region of Germany.

“We have been working with the Lift folks for a year planning the comeback for the Flight Design brand and we are very excited about the developments for the future," Tom expressed. "Parts supply and support will improve and this also allows Flight Design to keep the engineering team intact. These people have a deep product knowledge plus it assures the quality management and operational safety monitoring will stay the same."

Lift is also the owner of the Rotorvox gyrocopter line. "Lift Holding will combine the technical expertise of Flight Design with their other aviation assets (Rotorvox) as part of Lift Air, GmbH. Both companies will be headquartered at the Kindel Airport (EDGE) near Eisenach." Lift Holding will assume all the assets of the former company and plans to produce the CT lineup.

The Flight Design European Design Organization — approved by regulatory agency, EASA — and the production site in Kherson, Ukraine as well as the design rights for all Flight Design products including the CT series are now secured with the German company’s investment. Flight Design General Aviation (FDGA) will increase its spare parts inventory and product support. The new company will continue to produce assemblies in Ukraine, with licensed operator AeroJones Aviation also producing CT-series aircraft in China. "We are delighted to be able to take over all of Flight Design's assets and are confident we will go forward as a world leader in the development and construction of light aircraft," said Sven Lindig, Managing Director of the Lindig Group.

FDGA has aircraft operating in 48 countries around the globe. The company will soon employ 20 employees in Germany — mostly highly qualified engineers and technicians — as well as about 100 manufacturing employees in Ukraine. Since the founding of the company in 1988 and the establishment of the Ukrainian production plant in 1993, the company has delivered over 1,800 aircraft. "Flight Design has some unique products and experience in the production of all carbon-composite, very efficient light aircraft. We want to invest in development of those products and also achieve leadership in customer support," said Lars Joerges, the new Managing Director of FDGA. Flight Design General Aviation also plans to continue development of the C4 four-place aircraft, although Tom Peghiny said the program would change to accommodate the efficiencies in a changing certification landscape in the United States and abroad, referring to the long-awaited Part 23 rewrite and its mirror regulation in Europe. Tom indicated that FDGA will make a return to AirVenture for the 2018 event.

After more than a year, a resolution was reached for the airplane that topped the charts in the LSA space since Day One. Although Flight Design’s CT-series was eclipsed in 2016 by CubCrafters (by a very slim margin), the aircraft remains well regarded and its many adherents are no doubt breathing a sigh of relief that the “reorganization” (what Americans might call a bankruptcy) has been resolved. All good! (Read more about this reorganization here.) During EAA AirVenture Oshkosh 2017, longtime Flight Design USA representative Tom Peghiny sent news about the new owner of the brand. The crush of airshow activity let others beat us to this news, however, we will use our long history with this company to provide a more detailed report. That Was Then Flight Design, the German company that makes the CTLS, has been through the wringer in recent years with a series of reversals no one could have anticipated.

Flight Design — CTLS in Flight School Use

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

At Sebring 2013, we made the rounds speaking to sellers of various Light-Sport Aircraft. We asked how their aircraft holds up in flight school instruction use. Some aviation journalists and some general aviation pilots believe LSA cannot withstand the rigors of training. Flight Design USA sales manager John Gilmore assures us the CTLS does very well in flight schools and one has accumulated more than 13,000 landings! Here the rest of the story in this video.

Flight Design — CTLE (Law Enforcement)

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

Perhaps it's to be expected that the leading seller of Light-Sport Aircraft in the USA has now entered the public service aviation market with their CTLE, the "LE" standing for Law Enforcement. This specially fitted LSA has a high-tech wing mounted camera system that is controlled from the right seat where a Tactical Flight Officer sits. He can send and receive with ground units. CTLE is leading the way to a promising new market for Light-Sport Aircraft.

Perhaps it’s to be expected that the leading seller of Light-Sport Aircraft in the USA has now entered the public service aviation market with their CTLE, the “LE” standing for Law Enforcement. This specially fitted LSA has a high-tech wing mounted camera system that is controlled from the right seat where a Tactical Flight Officer sits. He can send and receive with ground units. CTLE is leading the way to a promising new market for Light-Sport Aircraft.

Flight Design — CTLS Floatplane

By Dan Johnson || August 19, 2016 1 Comment

If you've tried flying with floats (or in a boat-hulled aircraft) you already know the appeal. Those who haven't should check out the experience. You can do that by going to www.flyct.com, the website of Airtime Aviation in Tulsa Oklahoma where the CTLS Floatplane has been developed. Proprietors Tom Gutmann Sr. and Jr. offer seaplane instruction and sign-offs. Amphibious floats are fabricated by Claymar of Canada.

If you’ve tried flying with floats (or in a boat-hulled aircraft) you already know the appeal. Those who haven’t should check out the experience. You can do that by going to www.flyct.com, the website of Airtime Aviation in Tulsa Oklahoma where the CTLS Floatplane has been developed. Proprietors Tom Gutmann Sr. and Jr. offer seaplane instruction and sign-offs. Amphibious floats are fabricated by Claymar of Canada.

Flight Design — CTLS

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

The leading seller of Light-Sport Aircraft is Flight Design and CTLS is their third-generation of the popular CT series. Not only geared to American pilot interest, CTLS added many new features including a more spacious cabin with greater visibility (though it was already huge). CTLS comes standard with a full glass panel, ballistic parachute and more.

Dynon Avionics — SkyView 10-inch

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

Dynon Avionics has arguably become the largest supplier of LSA avionics in the form of computer screen displays of engine monitoring and flight instruments. At AOPA 2009, they introduced their impressive new SkyView synthetic vision system. In this video at Sebring 2010, we look at one of the first installations of this big-screen setup in the Flight Design CTLS.

Flight Design — CTsw

By Dan Johnson || August 19, 2016 2 Comments

While Flight Design has released two newer models (the CTLS and all-metal MC), it was the CTsw that helped the German Flight Design company continue to be the market leader, even after four years and nearly 100 new models followed the CT series into the American market. CTsw is one of the fastest and longest flying LSA in the U.S. fleet.

Pilots and Manufacturers… Help Rescuers Help You

By Dan Johnson || July 16, 2016 Leave a Comment

Plenty of smart aviators and nearly every salesperson will tell you safety doesn't sell. Pilots buy performance, range, sleek lines, comfort, and the latest instrumentation. Most take for granted that the aircraft is well-built and designed with stable characteristics and reliable systems. No matter their ultimate value, safety systems simply aren't sexy.

Tell that to Cirrus Design, the Minnesota startup (back in the late '90s) that did a terrific job of selling "that airplane with the parachute." Of course, their SR20 and SR22 also steadily acquired all the dazzling features they could incorporate but any Cirrus rep' is likely to agree the whole airframe parachute system, now called CAPS, was a leading reason why they did so well. The parachute set the SR20 apart from all other competitors as the new millennia began.

Truth in blogging notice: I was deeply involved with BRS parachutes when Alan and Dale Klapmeier's company had only 18 employees. Because Alan had survived a midair collision the brothers were adamant about their new baby airplane having a ballistic parachute. This history gives me a particular bias but the sales success of Cirrus is plain for anyone to see. Many thousands are flying and nearly every airport has one or many based on the field.

Recently a longtime friend and aviation business associate, Tom Peghiny alerted me to a request from Keith Leonhardt, the manager of operations and maintenance at Massachusetts' Hanscom Field airport. He wrote, "As an airport operator, we often provide our ARFF (Aircraft Rescue & Fire Fighting) crews with 'crash crew' charts for the type aircraft that are based at our airport." He asked Tom, the North American importer of CTs, "Would you happen to have any documentation that shows fuel capacity, battery location and BRS location for your fleet, particularly the CTLSi? We would like to use those documents to train on the Flight Design aircraft based at our airport." Keith was asking about documents like those accompanying this article.

You see, Flight Design wisely took a lesson from the success of Cirrus and at the insistence of Peghiny and Flight Design USA, the German manufacturer made airframe parachutes standard equipment on Light-Sport Aircraft delivered in the USA and Germany. It may be related, as it was for Cirrus, to the fact that Flight Design has sold more LSA than any other brand in America.

To show what he was seeking Keith sent Tom crash crew charts for two companies as examples. One was the set you see nearby for the now-defunct but still flying Cessna Skycatcher. The other was for Cirrus, whose models now appear on airfields all around the world.

Look. Here's why this otherwise rather mundane topic might be vitally important. A few years ago, I was one of the people described at the top of this article except the scenario was not hypothetical. See these two reports if interested: my accident and some reasons. BTW, that happened about 10 years ago. I'm doing fine and flying as often as possible. Kudos to the doctors and others in the health care industry.

I don't bring up this personal story for any reason except than to say, "IT CAN HAPPEN TO YOU." You may not think it will ever happen to you, and, believe me!, I certainly hope it does not. However, why jeopardize your chances of rescue? Ideally, emergency workers who may have to help you will have such aircraft-specific information.

Here's the valuable message:

MANUFACTURERS — These days nearly all producers use CAD software in their design. Making crash crew charts are thereby not a major burden. If you upload these charts to your company website, you can make airport managers aware of where to find them. Fellows like Keith Leonhardt may seek such material. Others will not be so vigilant but at least you'll have them available if a first responder organization contacts your company. The Imperative — Not only are you potentially helping a customer get rescued with greater success but you will have one more line of defense if a lawsuit occurs. I hope neither happens, but if you sell enough airplanes, it becomes increasingly likely.

PILOTS / OWNERS — Encourage your manufacturer to make such crash crew charts available. It could be very important to your life. Well informed first responders can do their job faster and more effectively... and that could be the difference between life and not. The Imperative — If you find yourself in a situation as I once did, you may be very grateful that rescuers have the guidance they need to extricate you swiftly. Consider this as insurance (that is not very costly). You hope you never need it but may be so glad you arranged it ahead of time if the need arises.

HYPOTHETICAL SCENARIO — You crash landed your airplane at an airport. You are unconscious inside. Emergency crews race to assist but they are worried about your airplane having a powerful rocket motor that might injure them as they try to extricate you. What do you do? More advisably, what should you have already done? Plenty of smart aviators and nearly every salesperson will tell you safety doesn’t sell. Pilots buy performance, range, sleek lines, comfort, and the latest instrumentation. Most take for granted that the aircraft is well-built and designed with stable characteristics and reliable systems. No matter their ultimate value, safety systems simply aren’t sexy. Tell that to Cirrus Design, the Minnesota startup (back in the late ’90s) that did a terrific job of selling “that airplane with the parachute.” Of course, their SR20 and SR22 also steadily acquired all the dazzling features they could incorporate but any Cirrus rep’ is likely to agree the whole airframe parachute system, now called CAPS, was a leading reason why they did so well.

Flight Design USA Forges Ahead with CTLSi

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

Jack Pelton, actor Harrison Ford, and Tom Poberezny prepare for remarks at an NBAA event with the EAA sweepstakes MC as a backdrop.

Flight Design's four seat C4 made its first flight in 2015.

A new season of flying will feature AeroJones-produced CTLSi aircraft with fully compliant ADS-B hardware.

Breaking News ... Recently Flight Design in Germany sent a letter to their dealers including this statement, "We have applied for a planned receivership which allows for reorganization of the company." What does this mean? Since Light-Sport Aircraft burst on the aviation scene in 2004, Flight Design built the largest fleet in the United States. Using internationally-accepted ASTM standards to good advantage, CT series aircraft also sold well in other countries. Flight Design USA president Tom Peghiny was the first ASTM Airplane Subcommittee chair for several years in the mid-2000s while Flight Design Germany's Chief Technical Officer, Oliver Reinhardt served as overall F37 chair until very recently. Parlaying their prowess in aircraft design, testing, and certification, Flight Design engineered an all-metal version of their carbon fiber CTLS, called MC, plus a four-seat certified aircraft design named C4, among other projects. That may sound positive, but engineering-intensive projects require costlier talent and can consume boatloads of money. Several projects were started years ago and were underway as the global economy took a sharp turn for the worse in 2009. With funds stretched, serial production of existing products slowed. Something had to give. Faced with a "liquidity crunch," Flight Design GmbH filed for insolvency on February 11th. A local German court provided Knut Rebholz, an attorney with experience in restructuring, to be interim receiver of the German corporation. After his assessment, court appointee Robholz reported, "The order situation of the company is good and the products have a very good international reputation in the market." He continued, "[The] most urgent task to enable intensive negotiations to fund operations." The problems faced by Flight Design in Germany slowed aircraft deliveries motivating Connecticut-based Flight Design USA to recently announce a new source of supply for their CLTSi models from a properly licensed and very capable builder. Introducing AeroJones Aviation ... AeroJones Aviation is headquartered in Taichung, Taiwan, often referred to as the "Silicon Valley" of Taiwan. AeroJones negotiated and signed an exclusive agreement to license Flight Design products. The program to begin production called for the Taiwanese company to assemble new production tooling and equipment including a five-axis CNC machine, water and Laser cutters, TIG welding, composite layup and post-cure ovens, plus a modern paint booth. AeroJones also obtained production worker training, received training to provide quality management, and gradually built up to finished airplanes, which first occurred in 2014. AeroJones' production facility has passed numerous audits including earning a Production Certificate from China's CAAC at the end of 2015. This is not a new, small start-up company but instead one with impressive credentials. AeroJones' parent company, GSEO (Genius Electro Optical), is a manufacturer and supplier for industrial LED products and laminated lenses for many popular smartphones; it has around 20,000 employees. AeroJones has been building CTLSi aircraft and shipments to the USA are already scheduled. This will allow Flight Design USA to move forward with its business while the German company works to restructure. Flight Design USA noted, "Roughly 35% of a CTLS presently comes from the USA — wheels, tires, brakes, radios, antennas, GPS, autopilot, EFIS and EMS systems, intercom, Whelen lights, BRS parachute, ELT, headsets, and miscellaneous parts like the gascolator." Tom Peghiny continued, "The Austrian-made Rotax engine, propeller, composite materials, windshield and windows, paint, seats, and numerous other parts come from Europe. The planes made by AeroJones Aviation should correctly be called 'world aircraft' (just like Boeing and Airbus) as only about 25% will be of non-western origin." All these steps — Flight Design in Germany reorganizing, Flight Design USA arranging a new, second source for completed airframes, solidifying components from all over the globe, and preparing for a refreshed American operation — lead to their newest product announcement: the CTLSi "2020" Edition. "For 2016 we wanted to do a light upgrade to the avionics on the CTLSi centered around dual Dynon SkyView and the Garmin 796," said Peghiny. "We asked what would we want in addition if we were the customer?" "Working closely with John Hurst, the technical and sales director of Americana Aviation [a Flight Design USA distributor], we came up with a package we think is very appealing." "Since 2012, we have been delivering the Dynon SkyView SV-261 Extended Squitter (ES) transponder — which sends additional info for ADS-B out use. In conjunction with the new Dynon SV-2020 GPS source, this provides an FAA Next Gen-compliant ADS-B out solution," added Tom.• Many LSA have ADS-B in today but FAA requires the extra "out" data by 2020, which suggested the new CTLSi edition name Flight Design USA chose. "For ADS-B in we are offering three options," said Tom. "Customers can choose the Dynon SV-470 ADS-B in, which has the NEXRAD weather in the cockpit, UAT traffic displayed on the screens in vertical and horizontal position and TAFs and TFRs. Alternatively, the Garmin GDL-39-3D offers both 978 UAT traffic and 1020 ES traffic, Bluetooth connectivity to other devices, and a backup ADAHRs-like panel displayed on the Garmin 796. The third option is to have a mini iPad in an AirGizmo panel mount with a USB power supply and choose the ADS-B in software such as Garmin Pilot or ForeFlight. The 2020 Edition will come with the Dynon WiFi adapters installed which also allows loading flight plans into the Dynon mapping software." "All this refers to just the ADS-B," noted Tom. "Of course the CTLSi 2020 also comes with the Rotax 912is fuel injected engine, the Dynon SkyView autopilot, standard airframe parachute, and all the other creature comforts that Flight Design owners have always enjoyed." While the Germany company moves to restructure, it is good to see the American LSA fleet leader showing refreshed activity and many interested pilots will look forward to examining a new AeroJones-produced CTLSi at summer airshows. • Peghiny added, "The good news is that many existing LSA using appropriate Dynon hardware can meet the ADS-B 2020 requirements quickly and with less expense.

Breaking News … Recently Flight Design in Germany sent a letter to their dealers including this statement, “We have applied for a planned receivership which allows for reorganization of the company.” What does this mean? Since Light-Sport Aircraft burst on the aviation scene in 2004, Flight Design built the largest fleet in the United States. Using internationally-accepted ASTM standards to good advantage, CT series aircraft also sold well in other countries. Flight Design USA president Tom Peghiny was the first ASTM Airplane Subcommittee chair for several years in the mid-2000s while Flight Design Germany’s Chief Technical Officer, Oliver Reinhardt served as overall F37 chair until very recently. Parlaying their prowess in aircraft design, testing, and certification, Flight Design engineered an all-metal version of their carbon fiber CTLS, called MC, plus a four-seat certified aircraft design named C4, among other projects. That may sound positive, but engineering-intensive projects require costlier talent and can consume boatloads of money.

First Flight of Flight Design’s Four Seat C4

By Dan Johnson || April 15, 2015 1 Comment

all photos and video courtesy of Flight Design

Aero 2015 is open! The halls are full of shiny airplanes displayed with the usual European sense of style and panache. Visitors are backed up at the entry gates awaiting the official opening time. (We sneaky media journalists are allowed in earlier to get photos and begin interviews with vendors.) It is a great event, for Europe and for aviation. I already have some airplanes in mind for reporting, both brand-new designs and the sort you never see in the USA. I will aim to prepare coverage of some of them and report as soon as time permits. Yet first, I want to talk about a project that is equally exciting. I refer to the Flight Design project aimed at the general aviation world, that is, of airplanes with more seats than allowed in the LSA space ... in addition to more speed, more weight, and other capabilities. I have mentioned the C4 but in this article I have more for you. As noted in earlier articles, although C4 is not a Light-Sport or light kit, it is created by a company that earned built its brand in the LSA space so I consider it relevant for ByDanJohnson.com readers. It's also expected to be (relatively) affordable, so it fits that way as well. On April 9th, Flight Design flew their C4 that has been in development since 2008. After a period of discussions, preliminary engineering studies, and the beginning of CAD work to create this new machine, C4 began to take shape in about 2011. While the company once thought it could fly in 2014, they got involved with a "safety box" project (basically, "crush zone" engineering for airplanes as we've seen in automobiles for years) and this worthy diversion swallowed some of the time intended to put C4 in the air. The company backed up and took another run, more recently promising to get airborne before the Aero 2015 show ... and they achieved their goal, with about four days to spare. "C4 really performed as expected," reported Tom Peghiny, President of Flight Design USA, importer of the German company's products and test flight director for the C4 development. For the 55-minute flight, Peghiny flew alongside the C4 non-conforming prototype in a Cessna 172 chase plane. "It appeared and test pilot Damian Hischier confirmed that the C4 is stable about all axes." Hischier also reported, "The spiral stability of C4 is good and its directional stability is good." While noting that engine operating temperatures were acceptable he acknowledged that further work may be necessary for operations in the hottest climates. "But don't change a thing aerodynamically," Hischier said supportively. Engine temperatures will be remedied primarily with cowl changes focused on cooling, yet Flight Design is pleased with the Continental IO-360-AF engine that performed very well. "Flight Design engineers can work on reducing some friction in the controls," Hischier noted, "but leave the rest alone." Most prototype airplanes go through refinements after the initial flight verifications even while most of the group working to achieve the first flight were pleased that the new airplane performed so well. "We observed the C4 accelerate away from the C-172 chase plane during simulated approaches to landing and in simulated go-arounds," commented Peghiny, observing from the Cessna. "I could also see that during the 30 degree bank turns the test pilot needed no control correction and he reported that pitch forces were light," added Peghiny. "The plane appeared to be on rails, it looked very stable. Damian said he was comfortable getting close to us for the photos and videos shot during the maiden flight." On board avionics are supplied by Garmin with the G3X Touch augmented with TSO analog instruments. Garmin has become a vital partner to Flight Design as C4 moves forward. "Very few first flights proceed through the entire test card," explained flight director Peghiny. "Yet we completed all of the points permitted under the EASA-established Flight Conditions as specified in our initial Permit to Fly authorization." Flight Design C4 First Flight Preliminary Data & Impressions: Fight Configuration — Flaps set at 10 degrees for entire flight and speed limited to 105 knots Maneuvers Performed — Max 30 degrees bank; approach to stalls, power off; approach to landing with go-arounds Observed Flight Qualities, Stability — Good directional and spiral stability Observed Flight Qualities, Handling — Good overall harmony and characteristics Observed Flight Qualities, Other — Easy to takeoff and land; low noise; engine temps acceptable General Performance — Very good compared to Cessna 172, even with 10 degrees flaps In this short (80-second) video you can see a few scenes from C4's first flight, compliments of Flight Design and shot by Tom Peghiny:

Crumple Zones Coming to Light Aircraft

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

Flight Design's coming C4 four seater; it will fly in fall 2014.

More LSA producers are getting involved with what might be called LSA 4.0.

For more than 100 years, cars have had accidents and if they were severe enough, the results were poor (photo). This was long before seat belts, airbags, breakaway steering columns, padded dashboards, and many other features we take for granted today. It was also before the concept of crumple zones. Typically, crumple zones are located in the front part of the vehicle to absorb the impact of a head-on collision because 65% of crashes are frontal impacts, according to a British study. Crumple zones accomplish two safety goals: They reduce the initial force of the crash; and they redistribute the force before it reaches the vehicle's occupants.This idea has been around more than 60 years and has become standard in the modern era of passenger car design. One of the first examples of crumple zone research is coming from Mercedes-Benz in the mid-1950s, so perhaps it is fitting that some of the first crumple zone technology to be applied to light aircraft has the sponsorship of the German government along with German industry players. German aircraft producer Flight Design, which most readers recognize as one of the leading companies in manufacturing Light-Sport Aircraft, is deep into development of their new four seater, called the C4. This is one of a flock of what I've called the "New GA," and what my journalist friend Marino Boric calls "LSA 4.0." (I like his phrase and will probably adopt it as this website delves deeper into such emerging aircraft.) Flight Design has teamed up with a group of German companies and government entities in creating the first edition of crumple zone methods for light planes. "We are pioneering a new safety technology," noted company technical director Oliver Reinhardt at a press conference at AirVenture 2014. Flight Design USA, the German producer's importer for North America, has long supported safety technologies, for example, choosing to install BRS airframe parachutes as standard equipment in their CT line of LSA. Oliver stated that the C4 is the "Lead User" as they strive to create what Flight Design calls the "Occupant Protective Safety Box." The company will enter into full-scale testing this year. Their C4 will fly in a month or so and expects to arrive on the market in the next couple years. Crumple zones are areas of a vehicle that are designed to deform and crumple in a collision. This absorbs some of the energy of the impact, preventing it from being transmitted to the occupants. According to HowStuffWorks, "Simple designs can include frame segments built to bend in certain areas or collapse onto themselves. More advanced designs can utilize a variety of metals and other materials carefully engineered to absorb as much kinetic energy as possible. High-performance cars often use a honeycomb design, which offers stiffness under normal conditions, but can collapse and crumple in a crash." In airplanes, the ideas are similar but airplane designs do not have the luxury of adding much weight to meet the crash forces. While cars also strive for lightness — consider Ford's new aluminum body F150 — airplanes must stay on a strict weight diet. Most pilots will be interested to know this will not be proprietary to Flight Design, as Mercedes Benz attempted with patents back in the '50s. Flight Design has worked in concert with the German government and many leading technical groups to create a "Safety Box" system to protect occupants. While Flight Design is the lead airframe provider for the concept, the methods discovered will be made available to all brands. Once techniques have been evaluated and proven to add safety values, all LSA and LSA 4.0 producers will have access to the study and testing. Flight Design may have it first due to their industry collaboration but company officials agreed with design team members this is too important to try to keep private. • I wish to observe that other aircraft currently use elements of impact design. Even the ultralight CGS Hawk and lightplanes such as Belite have well conceived structures that helped pilots survive crashes yet to my knowledge no comprehensive study has been undertaken. As Flight Design and their partners move forward, I will look to update this introduction to crumple zones for airplanes.

Is This the “New GA?” … LSA Four Seaters

By Dan Johnson || August 12, 2014 2 Comments

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. Another was the Tecnam P2010 that looks like their gorgeous P2008 LSA grew up a bit. Tecnam is flying their P2010 and Flight Design expects to fly their C4 before AirVenture 2014. Similarly, Pipistrel is flying their Panthera. Those four well known LSA producers are not alone. Another you know is the Sling LSA, a sharp two seater from South African producer The Airplane Factory. However, this fairly new company (whose principals have a long history under other names) has also flown their four seat Sling 4 not just around the test area but around the entire globe (see video at end). Recently The Airplane Factory USA announced the arrival of the first Sling 4 kits, earning them the cover of Kitplanes magazine. "That's likely not the end of this developing story. Among American builders, one wonders with the success of the RV-12 (hundreds of kits already underway and a growing number of fully-built SLSA versions following), could Van's Aircraft consider making the RV-10 four seater under the new industry consensus method? They certainly could; it seems only a question of will and financing. The emergence of these four seaters may be made enormously more practical by the creation of industry consensus standards for FAA Type Certified airplanes. The effort is aimed at reducing the cost of complying with government certification. This topic is pretty dull reading, I realize, but the pocketbook implications are immense. Do you wonder why the one-time $130,000 Cirrus SR20 four seater now can run well over $800,000 (albeit as a sophisticated, turbocharged five-seater in deluxe form)? To understand, you need look no further than the "$8,000 angle of attack indicator." This poster child instrument was held up by GAMA as the reason Part 23 aircraft development is so ponderous; any change to a Type Certified aircraft means lots of new expense ... so the aircraft improve slower than technology evolves. GAMA's pushing highlighted the problem to FAA and the agency responding by adopting a new mantra: "Twice the safety at half the cost." An AoA cost $8 grand in a GA aircraft while it is only $800 in an Experimental, said GAMA. They may not have known an AoA costs only about $200 in a Light-Sport. New ideas about upgraded instrument panels were part of Flight Design's C4 announcements: they'll use a mix of TSO-approved instruments and non-TSO. This and more is possible under the new ASTM F44 industry consensus standards being prepared. This work is well underway; aircraft could be flying under these new rules in a few years. Behind the regulatory or consensus standards curtain more important things are happening. Some of these four seaters will be built in the USA. It's true. The light aviation industry may be "importing" (more accurately, preserving U.S.) jobs in contrast to what the media yelps about all the time ... "We're exporting jobs overseas!" is a common lament of journalists and politicians. So, Tecnam made a splash at Sun 'n Fun 2014 with their announcement of a large new facility at the Sebring, Florida airport. They stated plans to be considering manufacturing at this facility. Flight Design told journalists at press conferences that they plan to assemble and eventually fully build their C4 (and CTLS Light-Sport) in Vermont. Recently I learned that The Airplane Factory is studying possible U.S. production, although at present the Sling 4 is available only as a kit. I am also aware of a couple other LSA designs that have four seat potential as an essential design element. That's nothing new as the Jabiru J230 LSA is essentially a four seat model with the rear seats removed and the Paradise P1 is presently a four seater in Brazil formerly sold in the USA as a roomy two seat LSA. While we wait on the FAA-certifiable four seaters, Europe is already building some 2+2 models with compact rear seats (photos). Does this article mean ByDanJohnson.com is going to start covering four seat aircraft? Well, no and yes. No, in the sense that we remain fully focused on Light-Sport, light kits, and ultralights. Yet as these "LSA 4s" begin to hit the market, yes, I fully intend to keep a close eye on them. One good reason is that companies like Evektor, Flight Design, Tecnam, Pipistrel, and The Airplane Factory can become more solid businesses with a full line of aircraft. All have confirmed they plan to continue making LSA but their enterprise will be better able to support LSA buyers if their overall business is on more solid footing. At the ten year anniversary of LSA, with a building wave of some very impressive LSA seaplanes and more land planes, yet while single seat ultralight vehicles are also finding a more secure niche, we have still another front headed our way. We'll work to keep you informed about LSA 4s as they develop. TAF main man Mike Blythe and his partners are exemplary long distance pilots and entertaining film makers. You may enjoying watching this report on their circumnavigation flight.

Flight Design Expands to Accommodate Growth

By Dan Johnson || February 19, 2014 Leave a Comment

Since the beginning of Light-Sport Aircraft almost ten years ago — this summer at EAA AirVenture, the SP/LSA sector will celebrate its tenth anniversary with special functions — Flight Design has continuously led the fleet size statistics as seen in our market share charts. In recent years, along with most other LSA manufacturers, a tough global economy slowed the enterprise. However, as 2013 began to show renewed sales activity and with positive forecasts for 2014 and 2015, Flight Design and many other of the LSA "majors" have been again growing their staff, inventory, and physical facilities. Recently the German company sent photos of its new quarters in Kamenz (pronounced like "commons") in eastern Germany almost directly north of Prague in the Czech Republic. Most senior staff moved from the company's Stuttgart, Germany base to the new facility and the Light-Sport models including the CT series and more are now housed in a spacious hangar on an airport. Previously the growing company had operations in multiple locations, which can affect efficiency. The new Kamenz location helps. "We are now occupying a big hangar plus a smaller structure used for pre-delivery flight testing. The new quarters are located at a former military base, 100 miles (160 km) south of Berlin with a 3,000 foot (1.000 m) paved runway," noted Flight Design GmbH board member and company director, Christian Wenger. "We are able to use the large hangar to stage finished aircraft after routine production and flight testing is complete. Once approved by engineers, Light-Sport Aircraft and European Ultralight aircraft are prepared for shipment to dealers in other countries or for pick up by European dealers and customers." Departments include work shops for avionics and engine installation, composite repairs and painting, plus final assembly after receiving major components from another division outside Germany. Flight Design's Kamenz facility takes over all responsibilities of Flight Design's former Stuttgart center, the company noted, to further streamline operations, optimize costs, and reduce complexity in the manufacturing and distribution of CTLS Light-Sport Aircraft. Inside the main building referred to as "Hangar 1" the company reported having ample office space for the EASA Part 21J Design Organization (including engineering and flight test) and EASA Part 21G Production Organization (including quality management staff and production management). The upper floor on the northeast side is occupied by Finance & Administration, including meeting room and Directors office. Why all this new space and those obscure new regulatory designations? "Presently we employ 18 people in Kamenz," Wenger said, "with 10 of them working on aircraft completion and delivery. The German company continues to own and operate a large component fabrication facility in Ukraine, which is constantly monitored and supervised by Flight Design personnel. Flight Design is one of an expanding group of LSA manufacturers that are pushing into larger aircraft with four seats or more. Evektor was one of the first with their four seat Cobra and close behind is Italian giant, Tecnam, which has a four seater in progress (P2010). The company is presently marketing its dual-Rotax-engine Twin and has announced plans for larger commuter-sized aircraft. Pipistrel has flown their sleek retractable four seater, Panthera. The Airplane Factory is flying their four-occupant Sling 4. Others not yet publicly unveiled are in the works. Flight Design is also working steadily in the sector with their four-seat, all carbon-fiber C4 among other ideas under consideration. With legacy producers like Cessna focused on jets and other working aircraft, the new breed of four seaters might emerge powerfully from the LSA space and Flight Design is preparing for that future with their move into the new quarters in Kamenz.

Stick Wigglers Versus Glass Panel Geeks

By Dan Johnson || December 19, 2012 Leave a Comment

Flight Design's new CTLSi. photo by James Lawrence

If you know Garmin's touchscreen aera 500-560, you already know how to work the 796... though it offers much more than the smaller units.

Dynon's popular SkyView now presents weather, traffic, and allows control of the transponder and autopilot.

You can add GPS and ADS-B info to your iPad or smartphone using Dual Electronic's new XGPS170.

After flying more than 350 different aircraft models, I became rather adept at what some pilots call "stick wiggling." The reference is for all the actions you take to physically fly the plane. Heck, it's about all you do on very basically-equipped ultralight aircraft that I still love to fly. Modern LSA, however, typically offer loaded instrument panels and while I check out stalls, flight qualities and landings of a Light-Sport Aircraft, I rarely get any time to play with the panel goodies. Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek. Brian will be a dealer for Flight Design models also providing maintenance and other services. I took a four-hour Dynon SkyView class almost a year ago and it felt like I'd forgotten everything. Some of it stuck but it was helpful to have Brian showing me around these highly capable devices. SkyView incorporates the usual mind-boggling array of PFD/EMS/GPS with Synthetic Vision but this CTLSi also had the Dynon transponder and auto pilot. The Garmin aera 796 offered traffic alerts, XM weather, every chart you might need and so much more. Frankly, the whole setup was sensory overload and three hours of actual use is still not enough to master all it can do. By the time we completed the round trip I was feeling good. I made two good landings proving my stick wiggling skills were intact. And I knew a great deal more about the dazzling panel. Both activities are fun, but they are separate skills and each needs constant polishing for best results. Dynon Avionics is now shipping their ADS-B unit that coordinates with the SkyView system. A remotely mounted module provides easy — and free! — access to weather and traffic information. Selling for $995 the new unit is an affordable and permanently mounted ADS-B "In" device designed specifically for experimental and light sport aircraft. Paired with Dynon's Mode-S transponder, you also get ADS-B "Out" that wakes up the ADS-B ground stations and causes them to send a traffic portrait that includes all known ADS-B targets around the SkyView-equipped aircraft. The new ADS-B capability only functions in the USA. Coordinating with the new hardware, SkyView Software Version 5.0 was recently released to support ADS-B weather, traffic and more. Version 5.0 is a free upgrade for all existing SkyView owners. Dual Electronics has started shipping its new XGPS170 panel-top unit with ADS-B receiver that works with iPad, iPhone, and Android devices. Dual's tiny device currently works with WingXPro from Hilton Software and the company said it will soon be able to use apps from Jeppesen, Flight Guide, and other developers. XGPS170 features a high-accuracy WAAS GPS receiver plus an ADS-B receiver that can present weather and traffic. The receiver, which sells for $799, connects wirelessly via Bluetooth, and can link to two tablets simultaneously. A built-in rechargeable battery lasts up to five hours in continuous use, and a 12-28V charger is included.

After flying more than 350 different aircraft models, I became rather adept at what some pilots call “stick wiggling.” The reference is for all the actions you take to physically fly the plane. Heck, it’s about all you do on very basically-equipped ultralight aircraft that I still love to fly. Modern LSA, however, typically offer loaded instrument panels and while I check out stalls, flight qualities and landings of a Light-Sport Aircraft, I rarely get any time to play with the panel goodies. Fortunately, a recent experience in a brand-new Flight Design CTLSi provided a three-hour window to wiggle the stick plus a whole lot more. Like a majority of late-model LSA, this aircraft was equipped with a full glass panel, comprised of dual 10-inch Dynon Sky View screens on either side of a Garmin aera 796. Checking me out was Brian Boucher, an airline pilot who operates Florida Light-Sport Aircraft from my home airport at Spruce Creek.

CTLSi, as in sigh

By James Lawrence || December 6, 2012 Leave a Comment

Fuel injection makes the CT better yet.

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

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

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

Flight Design has done a beautiful, roomier installation.

Not just another pretty face.

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

iLSA & CTLSi — Much More than Fuel Injection

By Dan Johnson || December 5, 2012 Leave a Comment

Cowling "eyebrows" are one clue to the new fuel-injected engine underneath.

On the tail, a little "i" also helps identify the Rotax 912 iS powerplant. Read our FAQs about the new engine.

Flight Design's popular CTLSi is ready to fly for 2013.

While Flight Design was busy with CTLSi changes, they also took time to celebrate their 25th birthday with this handsome black & silver limited edition "Jubilee" model.

The first iLSA are flying in the USA. Springboarding from Apple's famous iDevices, why not iLSA? This stands for "i" Light-Sport Aircraft, meaning they're fuel injected, which today suggests Rotax's new 912 iS engine. Tecnam has announced P2008s with the new powerplant. Pipistrel has iS models, too. Others will follow, although Remos indicated they are taking a wait-and-see approach to the new powerplant. All models remain available with the carbureted version of the 912s in 80 or 100 horsepower. (See this earlier article about the newest Rotax and this one with a video.) Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year's model. Most often reported is reduced fuel use. Tom wrote, "CTLSi has improved fuel economy, reduced carbon emissions, and does not require leaded fuel. The Rotax 912 iS engine operates with standard auto fuel up to 10% Ethanol." He added that the powerplant is an attractive modern engine installation that allows for simpler operation and lower maintenance; mechanics will no longer need to sync two carburetors. Though the 912 engine has changed considerably, it retains the 2,000-hour overhaul time and Flight Design boosted their warranty on both airframe and engine. In the nose-on photo, you can see two small "strakes" that give the cowling a gutsy appearance. According to Flight Design's John Doman, "The 'eyebrows' on the cowling provide clearance for the fuel injection rails." Those nose cowl alterations and a little "i" on the tail behind "CTLS" are all you see from the outside. Under the cowling, more changes await close inspection. Tom Peghiny continued, "Extra alternator output supports increased electrical systems on our new CTLSi and works in conjunction with a lithium-ion main battery." He noted, "The upgraded model has a new header tank with an additional 1.7 gallons of fuel, a low fuel warning light, and even moreso than before, CTLSi offers super long range flights." Besides simpler operation, Tom said, "CTLSi has a highly redundant installation with a Rotax-supplied fuel pump system that works very well with Dynon's Engine Monitoring System and special EMS modules." A new fuel selector now provides a graphic indicator on SkyView multi-function display. Yet the CTLSi changes are not all engine and fuel system related. A new electric trim control features a graphic indicator on the SkyView MFD; Dynon's SkyView sythetic vision now offers an ADS-B option for 2013. Whelen lights were added for 2013; audio alarms are increased on SkyView in a "pleasant voice," Tom said. He went on, "Three GPS systems are on board including three synthetic vision systems; a redundant air data, attitude, and heading reference system (shorthand: 'ADAHRS') with battery backup." The last reference means CTLSi can lose all electrical generation and still fly with battery back up. The Garmin 796 can be used as touchscreen navigation device complimented by XM weather and music with info about TFRs and other flight impediments. The whole system offers seamless integration with the Dynon autopilot for navigation, greatly relieving pilot workload. Finally CTLSi offers 100% LED lighting including landing light and a 12-volt plug for an iPad or other mobile devices. Apple fans even have an input for their iPod. In short, Tom finishes, "This is not your father's LSA!"

The first iLSA are flying in the USA. Springboarding from Apple’s famous iDevices, why not iLSA? This stands for “i” Light-Sport Aircraft, meaning they’re fuel injected, which today suggests Rotax’s new 912 iS engine. Tecnam has announced P2008s with the new powerplant. Pipistrel has iS models, too. Others will follow, although Remos indicated they are taking a wait-and-see approach to the new powerplant. All models remain available with the carbureted version of the 912s in 80 or 100 horsepower. (See this earlier article about the newest Rotax and this one with a video.) Market leader Flight Design has iLSA arriving in all corners of the country under the slightly changed name of CTLSi. Flight Design USA president Tom Peghiny recently assembled a couple of these airplanes and logged several flights on them. He offered a series of comments on how his newest LSA is an improvement in last year’s model.

Flight School Dilemma… One Solution

By Dan Johnson || June 19, 2012 Leave a Comment

Leaseback provider Joe Daguiar assisted Iraq war veteran Adam Kisielewski earn his Sport Pilot certificate.

Adam's flight training was provided by Dean Stickell, a retired Air Force test pilot, and Dave Hirschman, Senior Editor of AOPA Pilot. Read Dave's article.

Charles Stites (L) is a dedicated organizer of Able Flight, regularly approaching folks to support the organization's mission. One of his recent successes took place at Morgan Freeman's Ground Zero Blues Club

Anyone who has tried to borrow money in the last five years knows how tough it has become. Banks supported by government guarantees practically gave money away before the subprime meltdown but are now being much more careful. That's a good thing but it means even some credit-worthy customers can't get the loan they need. Commonly rejected are flight schools. Flight training enterprises across the nation are struggling to obtain financing to buy new aircraft to replace aging fleets of trainers. *** Despite the challenges, one LSA outfit has found at least a partial answer. Thanks to a solid customer (and onetime dealer), Flight Design USA has been able to offer a limited number of schools a method called leaseback. Training students today are three leased back CTLS Light-Sport Aircraft but this business success is only one part of a genuine human interest story. *** "We are pleased to announce the third CTLS leased to a flight school was used by Iraq war veteran Adam Kisielewski, an Able Flight scholarship recipient who recently earned his Sport Pilot certificate," said Tom Peghiny of Flight Design USA. Able Flight added that Kisielewski was the 20th student to earn his certificate through the program. "The aircraft Adam used was purchased and leased back by Joe Daguiar and this is the third time* he's done this," Peghiny explained. That solves the flight school airplane issue. Then consider the student. *** Adam is a determined young man who learned to fly without his left arm or his right leg below the knee. Such losses might stop most people from doing something as rigorous as flight instruction, but Adam is not most people. Listen, he rides a Harley Davidson motorcycle and it has no special adaptation to assist him. He survived a 2005 explosion when he entered a bomb-rigged door in a blast that took the life of a fellow Marine. *** ByDanJohnson.com readers know LSA use less fuel; can employ mogas options for even more savings; are quiet enough to help airport neighbor relations; and have modern features that students appreciate. Flight Design can additionally offer a hand-control system for the CT series though Adam didn't use the system. *** Able Flight offers scholarship programs where the organization provides the aircraft. Stites does the work to coordinate this effort and Able Flight pays the costs thanks to generous support from a variety of sponsors and individual donors. "Able Flight typically pays not just for the airplane, but all travel, lodging and test fees during training. However, in Adam's case we were able to provide his training more cost-effectively since he trained near his home," added Stites. * "LSA pilot Joe D elected to buy three Flight Design aircraft and to make them available on leaseback to flight schools," said Peghiny. The three schools, all in Joe's region include: Premiere Flight Services at Brainard Airport in Connecticut; Northampton Aeronautics in Massachusetts; and, East Hill Flying Club in Ithaca, New York.

CT to Offer BRS Parachutes as Standard in U.S.

By Dan Johnson || March 16, 2012 Leave a Comment

The German producer of the sleek CT recently signed an agreement with BRS Parachutes to install the rocket-deployed emergency system as standard equipment. More CT info.

Flight Design of Germany -- in cooperation with U.S importer Flight Design USA -- just signed an agreement with emergency parachute maker, BRS, to provide the 1350 LSA ballistic system on all CT aircraft sold in the USA. The importer, a related business of Flightstar Sportplanes, has long been a supporter of such safety 'chutes and will now offer the BRS system as standard equipment. The parachute company likens the move by Flight Design as similar to Cirrus Design, which produces the best selling SR-22 GA airplane...that also comes standard with an airframe parachute. Use of the systems has resulted in the saving of 181 lives to date, BRS says. Only one other LSA company currently encourages parachutes with each airplane sale: the StingSport available from SportairUSA. The Arkansas-based company is the U.S. dealer for Galaxy parachute systems.

Flight Design of Germany — in cooperation with U.S importer Flight Design USA — just signed an agreement with emergency parachute maker, BRS, to provide the 1350 LSA ballistic system on all CT aircraft sold in the USA. The importer, a related business of Flightstar Sportplanes, has long been a supporter of such safety ‘chutes and will now offer the BRS system as standard equipment. The parachute company likens the move by Flight Design as similar to Cirrus Design, which produces the best selling SR-22 GA airplane…that also comes standard with an airframe parachute. Use of the systems has resulted in the saving of 181 lives to date, BRS says. Only one other LSA company currently encourages parachutes with each airplane sale: the StingSport available from SportairUSA. The Arkansas-based company is the U.S. dealer for Galaxy parachute systems.

Fire Fighting LSA

By James Lawrence || December 29, 2010 Leave a Comment

Sebring Aviation's John Hurst (L) congratulates Hugo Cobo and his team after on-site training was completed.

The LSA movement may have struggled along with the rest of civilian aviation over the last three years. *** Still, there's no stopping folks who see how useful Light-Sport Aircraft can be for work at a lower cost than traditional aircraft. *** Overall U.S. LSA sales leader Flight Design (1,500 now flying worldwide) just told us about a fire fighting department (situated at 8,300 feet MSL) in the Andes mountains of Ecuador that is using a CTLS as an aerial support unit. *** John Hurst and Jeremy Endsley of Sebring Aviation went to the South American country to assist the Basin Fire Department at Mariscal La Mar Airport. *** Hurst and Endsley trained fire department employees in the assembly, maintenance, and flight training of the CTLS. *** The group operating the LSA is called the Air Volunteer Fire Department of Basin. *** Hugo Cobo, the head of the department, said: "Using the CTLS... our Fire Department has an effective tool to help in search functions, recognition and support of ground operations by providing a better service to the community of Cuenca." *** Mr. Cobo adds, "The decision to buy the CTLS was made after studying different information of other aircraft manufacturers including experimental, LSA and other general aviation (aircraft). The CTLS was the only aircraft that meets the safety operation and performance requirements for the Fire Department." *** Low cost ops and training were important factors in his final decision. *** The CTLS is the first and the only aircraft used in all Fire Department operations, including search and ground operations support. *** Cobo estimates average monthly flight hours will be around 25, with greater use expected during wildfire season. *** The department's pilots received five hours of training at Sebring and another five hours in Ecuador. *** This one aircraft will not only provide quick response and accurate surveillance during emergencies but will also be used as a kind of LSA showcase of the aircraft's usefulness to other fire departments in the region. *** Typical mission profile, even given the 8,300 foot altitude at takeoff, will not limit flying top only one person due to the CTLS performance, which includes a climb rate above 1,000 fpm at sea level and a top cruise of 120 knots. *** Following this post, you can view a couple videos of the Ecuadorian operation. *** Take off — notice how the high altitude and thin air make for a long takeoff roll... wonder what the density altitude was? — *** And landing...

The LSA movement may have struggled along with the rest of civilian aviation over the last three years. *** Still, there’s no stopping folks who see how useful Light-Sport Aircraft can be for work at a lower cost than traditional aircraft. *** Overall U.S. LSA sales leader Flight Design (1,500 now flying worldwide) just told us about a fire fighting department (situated at 8,300 feet MSL) in the Andes mountains of Ecuador that is using a CTLS as an aerial support unit. *** John Hurst and Jeremy Endsley of Sebring Aviation went to the South American country to assist the Basin Fire Department at Mariscal La Mar Airport. *** Hurst and Endsley trained fire department employees in the assembly, maintenance, and flight training of the CTLS. *** The group operating the LSA is called the Air Volunteer Fire Department of Basin.