How about this for a great way to start off the new year — a brand-new airplane? Both pilot and manufacturer are smiling and with good reason: both are winners in this transaction, as it should be.
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How about this for a great way to start off the new year — a brand-new airplane? Both pilot and manufacturer are smiling and with good reason: both are winners in this transaction, as it should be. Hondo-based Texas Aircraft Manufacturing announced today that the new Light-Sport Aircraft builder delivered its first new-generation Colt to Richard “Ricky“ Youschak, of Gainesville, Florida. Colt has a history. While a clean-sheet design, the all-metal high-wing aircraft follows a successful design from Brazil, the Conquest 180. Built especially for the LSA market, Colt benefits from the earlier manufacturing exercise. Approximately 300 were delivered by the older Brazilian builder. Colt gained its Special LSA approval last year. More details are available in this earlier article. Texas Aircraft “I cannot express how happy and proud I am of our entire team. Just a year ago, the Colt LSA was still in development, and we had just opened the doors at our facility here in Hondo, Texas,” Texas Aircraft Manufacturing’s co-founder, Matheus Grande said.
The last airshow (
One of the most anticipated of these new Light-Sport Aircraft seaplanes is the 
"As 2019 draws to a close, we are pleased to announce a new strategic partnership with 
Earlier, as Vickers' team anticipated a higher weight — as did 
"The 
Visitors to the inside displays at Deland Showcase 2019 saw a new Flash 2 four-blade prop on display in the 
First, a caveat: While FAA is communicating some of the 
Michael Stock said, "In general, all propellers which are not in-flight adjustable are a compromise between take-off and climb performance (power) and cruise flight (speed, endurance). They cannot work at maximum efficiency in both flight regimes."
He added, "Propeller thrust for take-off and climb can be up to 30% higher if the propeller blade angle is perfectly adjusted at all times."
The problem is that FAA, by regulation in place since 2004, only allows a ground-adjustable prop. The agency's thinking 15 years ago revolved around "safe, simple, easy to fly" intended for all aircraft in the LSA category. That philosophy has not changed; they continue to repeat the line as a guide to their proposed regulation.
However, a ground adjustable prop can be done poorly. Mistakes can be made if the person making the adjustment does not have training or experience.
EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees
True to form as you might expect, 
What's interesting here is that both companies have exclusively made low wing models in various configuration. Neither has made a high wing. One of these is also planning the new, powerful Rotax 915iS engine (though both producers are using that power plant in one of the low wing models.
For more on the entry from South Africa's 
I hope I didn’t drool on it as I looked it over.
Built for recreation, this highly-customized trailer is towed behind the owner’s motorhome. It can hold his Aerotrek A240, requiring the tricycle gear model so as to fit the owners Corvette underneath. A clever system of ramps and winches allows him to load the aircraft and the car with no assistance. Both sides also open up to make it easier to stow the airplane ramps once the aircraft is secured and to allow proper tie-down of the Corvette.
As a former Corvette owner, a former motorhome owner, and a lover of the Aerotrek aircraft, this setup looked to be about as close to aviation heaven as mere mortals can get. So, this apparatus gets my award for the Coolest Rig seen at the show.
More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at 
Beside taking the lead in this investigation, funded by the "European Union Horizon 2020 research and innovation programme," 
The big difference in this development compared to the H3PS project is that Toni flew the Comco Ikarus C-42 CS Elektro from his base near the factory to Aero. This hybrid is operating now. Technical information about the system was sparse on Toni's website, however, a German-language video (below) shows the aircraft operated essentially the same as its fossil fuel-powered counterparts.
When I spoke with Toni at the show. I recalled this man has has long experience with light trikes and hang glider propulsion systems based on electric power. He has gained valuable experience with these efforts and the results appear on his Comco C42C.
As an example of his state of development, the installation featured a cooling system but also a source of passenger comfort. A collar around the electric motor (white "doughnut" surrounding the motor) removes heat from the motor and channels it to the cabin. In the aft compartment, we saw a tidy installation of electric motor, generator, and a petrol fuel tank holding about 15 gallons.
You may have already jumped to the point about those wings being exactly where the 
The company is now taking their smooth aircraft and powering it with an electric motor. They call the project B23 H55 Energic. The motor can deliver 90 kW (122 horsepower) for takeoff at 900 fpm and 65 kW (88 horsepower) for continuous cruise power at 125 mph. Onboard batteries can deliver one hour of endurance with a 20-minute reserve. Fully recharging will take only about 30 minutes. BRM estimates the cost of operation at $7/hour, less than the cost of one gallon of fuel at current European prices for avgas.
To repeat, this is far from a complete list of electric projects. Indeed, all of Hall A-7 at Aero Friedrichshafen was electric, with the giant Siemens company hosting a particularly large display. With multi-billion-euro companies like this involved — along with other giants of aviation and technology — it is clear that electric propulsion is on its way. How soon? What range is possible? What is the full cost …and saving? These and more questions remain to be answered but the technology is getting closer with every Aero. Look for more reporting on this at next 
Now, ultralight pilots (me, for instance) will go on enthusiastically about the beauty of flying slowly, of drifting leisurely over the landscape at a "human speed" that allows enough time to enjoy the expanse of an aerial view of your surroundings. Open cockpit flying adds to the joy facilitated by low airspeeds.
Yet the allure of going fast is great, zipping over the countryside. I get that and when contemplating a cross country trip of any real distance, fast cannot be too fast. In addition to a higher TAS, we all yearn for a tailwind that will raise our speed by another 20 mph.
Lightning has enjoyed and continues to execute a good run but like many designers, Nick felt the design could handle more speed. He set out to bump the numbers by installing a Titan X340 with 180 horsepower. This triggered other changes such as a new cowl to accommodate the powerplant.
"Our Lightning XS kit has a redesigned forward fuselage structure that gives the builder the option to choose engines up to 180 horsepower," said Nick. "Taller landing gear for bigger props, bigger brakes, and 20 gallon fuel tanks are among some of the features of this new kit."
How fast does Lightning XS go? Testing is not complete yet; it recently took to the air. However, Arion is calculating 165 knots (190 mph) TAS at 8,500 feet density altitude at full gross. Climb is a stunning 2,000 fpm.
Of course Lightning XS is not a Light-Sport Aircraft and will require a Private or better certificate plus a medical.
Brian's last full-sized project, the 
Intended Departure: Sunday at 4 AM Pacific • Landing Florida before 7 PM Eastern in a flight forecast to take "under 12 hours" at a predicted speed of 160 knots (184 mph), at altitude.
You can track the flight on 
Sling TSi has standard tanks of 45 gallons capacity or optional long-range wing tip tanks that add an additional 22 gallons plus an internal portable tanks of 20 gallons for a grand total of 87 gallons on board.
Visit The Airplane Factory USA at 
Let me admit right up front: I am a big fan of AirCam. I have flown several different examples. I have done a flight report in one with boss Phil Lockwood. I even earned my Multi-Engine Rating in one. For a longtime open-cockpit ultralight pilot like me, AirCam may be the ultimate expression of a fun aircraft in which you can do things you shouldn't even consider in most other airplanes.
So, when Phil told me about 
The third seat can be installed in either an open-cockpit AirCam or one with the full enclosure canopy. The canopy — developed some years after AirCam first emerged — was designed from the start to accommodate the third seat.
“Numerous improvements have been incorporated in the new Gen-3 model airframes to accommodate the optional gross weight increase and jump seat,” said Lockwood. “The landing gear has been strengthened to accommodate greater landing and take off weights. Landing gear modifications include new stronger gear legs, a beefed-up fuselage gearbox and upgraded Beringer wheels and brakes.”
Phil Lockwood also reported AirCam’s aft section of the fuselage and tail spring have also been strengthened to accommodate the higher loads. The new fuselage incorporates a new set of foot wells to improve comfort and safety when utilizing the jump seat.
Being Rotax experts known across the country, Lockwood's enterprise was ready to step up the potency of their twin engines.
They've long offered the more powerful turbocharged Rotax 914. Most AirCams, however, work wonderfully well with a pair of the 100-horsepower Rotax 912ULS or 912iS engines. Even more could be better, you might agree.
To provide the additional single engine performance needed for the higher gross weights of AirCam Gen 3 Lockwood Aircraft is offering a new, upgraded 115-horsepower Rotax 912 power package using a “big-bore kit” involving new cylinders and heavier pistons. “Customers opting for the standard 100-horsepower 912 engines will be limited to the original 1,680-pound maximum gross weight,” Lockwood clarified.
“The additional 15 horsepower per engine is achieved though an increase in displacement with no increase in weight.” Customers may purchase or retrofit either a carbureted 912 ULS or fuel injected 912iS engine package to provide 115-horsepower upgrades for either engine model. Buyers or owners can opt to install the 115-horsepower package at a later date.
What may be exciting for current owners of a 912ULS or iS on another airplane is that this engine upgrade is something you can achieve retroactively. The cost is about $6,000, Phil indicated, but for that money you get a substantial performance boost. 
Let me be fair. Other West Coast aviation events have interesting qualities but none has ever risen to the level of AirVenture Oshkosh or Sun 'n Fun. Those two dominate general aviation events. Both are "back East."
With big pilot and aircraft populations in California, Arizona, and Washington, why have we no major shows in the West? No one I've asked can explain the riddle but could Copperstate Buckeye Air Fair be the right combination? Only time will tell yet on Saturday, crowds were as thick as Oshkosh, albeit in a much smaller area. City planners offered an airshow and lots for attendees to look at plus the Copperstate trade show alongside the Buckeye Air Fair gave the public close access to pilots operating all manner of light aircraft.
Serious airplane buyers encouraged vendors on Thursday before the public attended. They came out in huge droves on Saturday. Vice Mayor Eric Orsborn, whom I interviewed on video, estimated 15-20,000 people that day. It looked like it and we have video proof. By the way, Eric is not only a city leader, he's a pilot who just earned his ticket. His wife is also pursuing flying lessons and is going through ground school now.
If Sunday is equally strong, most will consider this pairing of city air fair with industry trade show to be a resounding success. Vice Mayor Eric said the city was very pleased about the link-up and sees good things in the future.
In two quickly linked flights, they let me compare 915 to 912iS. That was most helpful but I did not know either airframe well so it was challenging to compare performance with my earlier experiences. Now, I have a better picture.
At Copperstate a couple years ago I flew Sling 4 with Rotax's 914 Turbo. I was very impressed, feeling it flew as well as the Sling LSA. Dare I admit I actually liked the four seater's flight qualities better than the LSA?
Like Sling 4, Sling TSi is not a Light-Sport Aircraft. It cannot be flown with the Sport Pilot certificate. Several reasons explain why, even though the new model closely resembles the Sling LSA.
First, it's a four seater. Secondly, it has much higher power. That's allowed but the 
Acceleration was fast, we rolled less than 500 feet and climbed quickly from the start and kept going. Jean d'Assonville and I flew perhaps 300 pounds under gross but 
The wing itself is a fresh new airfoil and wingspan is about 16 inches shorter on each side.
The tailplane has counterbalanced surfaces to reduce chances of flutter given Sling TSi's speedier ways.
Aloft we saw 128 knots at modest cruise power and 3,500 feet MSL. Coming out to the show Jean and Wayne reported seeing better than 160 knots TAS and 180 knots GPS groundspeed, thanks to a tailwind. Fuel burn was a bit over six gallons an hour. Climb out of Buckeye (1,000 foot field elevation on a cool day) averaged 1,000 fpm and we saw 1,500-1,800 fpm on successive climbs from a touch and go.
Stalls in all configurations were very mild, even with full stick aft and no quick effort of recovery. At full power, Sling TSi would not stall and only wobbled the nose to signal the pilot — well, that and a clearly audible stall warning plus a very steep deck angle.
Handling was very responsive but steady with a light touch even in steeply banked 720 turns. My efforts at dutch rolling produced acceptable results either fast or slow.
The landing was straightforward. Sling TSi manages energy very well — an LSA-like feel, it had — making roundout and touchdown quite easy. Visibility is good, a very good thing at a busy Buckeye Municipal (KBXK) when numerous airplanes entered the pattern to pay a visit.
In all, Sling TSi is a commendable achievement, a further refinement of the original Sling LSA introduced in 2009. In that decade, Sling has delivered more than 500 aircraft, Jean indicated.
We recorded a full Video Pilot Report with cameras on and in the airplane. When it's done in editing, this will provide much more detail and very few complaints about 
When Rotax debuted their new 915iS engine at an Oshkosh press conference, Sling designer Mike Blyth raced forward at the end of the conference to closely examine the new power plant. It was clear to me this answered a creation he had in mind and now we can see the fruit of his ambition: the new Sling TSi.
Since the 
For Oshkosh 2018, 
In addition to the Taco Bar treats (it is Southern California, after all, just a few miles from the Mexican border), attendees can hear about a most unusual Builder Assist experience.
The “Main Event” will feature a presentation by Wayne and Matthew Toddun who traveled to South Africa to build their Sling TSi. Not only did the father and son travel half way around the world to build their Sling TSi, the aircraft was subsequently re-assembled in Oshkosh and shown to visitors before it was flown back to Los Angeles.
TAF said that according to Matthew Toddun, "When my dad decided to purchase a new Sling aircraft for us to learn to how to fly, he went for the very best, the brand new Sling TSi!” Matthew continued, “When he decided [to pursue] a build assist program, he wanted the best assistance that we could get.”
”That is when our life-changing opportunity came about,” related Matthew. “[We would] travel to South Africa to build the first conforming Sling TSi. We spent a little over two weeks working side-by-side with the experienced factory crew, learning the ins and outs of our new plane, and assembling it piece by piece.” It was this Sling TSi that was revealed at Oshkosh 2018.
TAF USA also announced, “Next Year we are starting the Sling Pilot Academy to help prepare pilots for the airlines.” However, If you’re not in Southern California or don’t wish to travel to Torrence, you have another attractive alternative run by a veteran flight trainer.
This week kicks off the truly gigantic trade show known by its sponsoring organization's abbreviation: 
I always find something of interest to the light aviation, recreational flying community. This year, I'm on the lookout for 
Over many years, you have found 
Our new associate, Steve Beste, wrote an excellent article for his club newsletter and I will summarize that piece in another post.
In his article, he wrote, "[Along with better training] the other change since those days is the large horizontal stabilizer, mounted well aft. Some machines were prone to PIO, pilot-induced oscillations in pitch. The pilot would chase the oscillations, only making them worse until the gyro did a fatal bunt over. The large tail that Magni invented – as is used on all modern gyros – has fixed that."
As you can see, 
"[However, FAA's] data is not clean," Steve observed. I am well aware of this problem. Uncertainty about data accuracy of "alternative" LSA is why we have reported fixed wing Special LSA, only offering guesses for weight shift trikes, powered parachutes, gyroplanes, motorgliders, and more.
However, we hope that will now change and our market share reporting will be more inclusive. Hurray!
Problems in FAA's database is not caused by incompetent clerks. Agency personnel must sort through inconsistently-reported aircraft. If, as Steve pointed out in one example, the registered name of the aircraft is slightly different, it won't show up on a casual investigation.
He added, "There's no end of that kind of thing …just so we know the limitations on this exercise. But with that understanding, I love this kind of thing, I have the skills to do it, and would be honored to support your good work for the sport." All such reporting will be available on the home page when fresh and catalogued on its own space found by 
Chuck's son Jim Vanek took over the business and revamped the Vancraft designs. He said his "award-winning, world’s-first, two-place gyroplane took the prestigious Charles Lindbergh award at the Oshkosh airshow in 1985." The company also reports his Sport Copter II design was voted as one of the Top Ten Best Designs at AirVenture in 2011.
An airshow performer, Jim said he wrote the parameters and guidelines for gyroplane looping for the FAA in 1998 after performing the world’s first loop in a conventional gyroplane, in 1997. The company's website reports, "He is the only gyro pilot in the world that holds an International Council of Air Shows card for gyroplane looping and rolling." Don't even think about trying this yourself, however.
The company said, "We offer 22 thru 28 foot rotor blades of our own design with a lift capability from ultralight thru 1,200 pounds gross weight." They added, "We are the only manufacturer that test flies all blade sets prior to shipping." For export, Rotor Flight will fully build their aircraft but in the USA, FAA will only permit them to deliver kits, the same as all gyroplane producers.
As with all the modern gyroplanes, Rotor Flight uses a substantial tailplane. "The Dominator [series of one and two-place machines] incorporate the Tall Tail design for stability." Asked how their product differs, the company's website states, "What makes the Dominator so unique is its high profile design. It sits up very high off the ground."
The big Italian company that LSA enthusiasts know very well through models such as P92, Sierra, and P2008 has a large and growing presence in global aviation. Their developments are broad and delve into aviation segments large and small. They are also getting ready to celebrate a benchmark birthday.
This year Tecnam Costruzioni Aeronautiche — most pilots simply say “
The Leica CityMapper is specifically designed for 3D city modelling and urban mapping. It is the world’s first hybrid airborne sensor combining both oblique and nadir imaging as well as a LiDAR system.
Tecnam has a large staff to accomplish these diverse projects while building as many as four aircraft a week. Even with many employees, however, this is a impressive penetration of all aviation's nooks and crannies.
I will cover many aircraft stories, but allow me to take the most recent first: flying the brand-new Rotax 915iS and comparing it to the 912iS, although not in the same airframe. Other than official Rotax pilots and select airframe builders, we were among the first to experience the powerful new engine from the world’s leading producer of engines for light aircraft.
Fuel consumption was higher than I expected, but speed was also higher. To get below 3 gph, a surprisingly low consumption rate, speed dropped below 100 knots true or 85 indicated. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range.
The 915iS fuel injected, turbocharged, and intercooled engine can produce 141 horsepower for five minutes, then sustain 135 horsepower indefinitely.
Once at altitude, Christian demonstrated use of the throttle and prop controls — this was not a single lever control airplane — to adjust for speed or economy. As you can see in the contrasting Stock Box images, we saw as low as 2.8 gallons per hour resulting, of course, in lower speed flight.
Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Christian jockeyed them around liberally without detriment. A key reason this is possible is because of liquid cooling versus my older experience in air-cooled legacy engines, for example, in a Cessna 182 Skylane.
A fellow aviation journalist — a pilot of 300 different aircraft — Dave Unwin felt the 915 started "softer." He also felt it seemed to run slightly smoother. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS.
Yet for those who yearn for more power or are building an aircraft of higher capabilities, the 915iS is going to be a welcome powerplant. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine.
Marc Becker summarized, "The 915iS is about 12 kilos (26 pounds) more for the engine only; 40-50 more pounds when installed and about €3,000 ($3,750 at today's exchange rates) more than the 914." It is significantly more than the 912iS, as you should expect for an engine with substantially more power and the ability to use that power up to higher altitudes.
Fuel needs of both 915iS and 912iS are essentially the same. Thomas Uhr, head of Rotax's Austria plant and a longtime engine expert and enthusiast — and also a pilot — advises the highest octane auto fuel, preferably without alcohol, to get the most power and best results.
When most pilots think of imports, they assume a foreign manufacturer builds an aircraft in another country, finds a U.S. representative, and sends their product here. That's certainly the standard practice.
For years, especially after the fall of Communism and the opening of Eastern European nations, rates of pay for highly qualified workers was so low that building in America was considered by many to be noncompetitive. Slowly, though, the situation has changed and now American production makes more sense, at least when the company intends to sell to Yankee pilots.
At Sun 'n Fun 2018 I uncovered two new projects; one about which I had some knowledge, another that surprised me.
Sky Arrow has long been well represented by 
I described this experience but soon thereafter I was called to account for allegedly trampling on the rights of a Columbian designer who claimed the Serbian company had no right to produce it. At 
Initial production will be mostly done in Serbia, but as the U.S. operation gears up, raw materials such as aluminum sheet that have come from American sources will be partially prepared in the U.S., sent to Serbia for labor-intensive work by Serbians, and returned to American for final assembly and fitting of components such as avionics and engines that come from still other countries, including the USA. Though this may sound complex, it is very similar to what Boeing and Airbus do as they build airlines. It works for small companies, too.
I expect to report more on both projects — Sky Arrow and Discovery 600 — as they progress but our videos will fill in gaps in the meantime. Whatever way these projects evolve, it is interesting to see manufacturing come to American shores. Mr. Trump may be smiling, but much more important is the satisfaction of American pilots who will be given more aircraft choices.
Welcome to more of a famous label… Made in the USA.
Besides LSA seaplanes, one area of furious development (and sales) is gyroplanes, the term modern industry prefers to "gyrocopter," which was actually a branded name used since the days of Igor Benson.
A new player, arriving on the scene about five years ago, is Rotorvox. Americans have not seen this aircraft but will soon get an opportunity at 
Rotorvox Aero will act as the U.S. importer and will display C2A in Lakeland from April 10
C2A is sold ready-to-fly in Europe but must be sold as an Experimental Amateur Built kit in the USA. 
Pilots and builders seeking more power can welcome the Rotax 915iS fuel-injected, turbo-charged, intercooler-equipped 135-horsepower engine. Talk about a kick in the pants!
The engine recently 
Bryan enthusiastically reported, "I had a recent opportunity to fly with the 915is on Rotax guru, Ronnie Smith's Rans S-7 that he is testing. I was very impressed!" Ronnie, proprietor of 
For pilots, builders, or repair shops interested in information on the 915is, or for those ready to place an order please visit the California Power Systems