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Affordable and Capable: Merlin Lite
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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Evolution Trikes

Website: https://evolutiontrikes.com/

Email: EvolutionTrikes@yahoo.com

Phone: 813-810-9262

Zephyrhills, FL 33542 - USA

A Threat? Yes, Possibly! Density Altitude Commands Your Respect

By Paul Hamilton || 4 Comments

Normally, this website focuses tightly on airplanes and the equipment and services needed to keep them flying. However, on regular occasions, I receive questions about density altitude and light aircraft. A surprising number believe LSA perform less well than legacy airplanes in these conditions. (They're wrong.) Since I also hear questions regarding techniques to fly in mountains, why not combine these two challenges? This information can be useful to anyone who flies any kind of aircraft anywhere in the world. To provide the best information, I went to an expert. I know a thing or two about airplanes but Paul Hamilton, founder of the Sport Aviation Center, is an expert trainer, not only writing and making videos on the subject for years but regularly providing flight instruction. Further demonstrating his versatility he does so in three-axis and weight shift. I asked Paul to compose a short lesson about density altitude and he quickly complied. —DJ

Hot days at high elevations with a full load means you need much more runway.

It was a hot day (80 degrees Fahrenheit) at Lake Tahoe Airport (6,268 feet MSL). The airplane was loaded with a big guy (who reported 250 pounds) and nearly full fuel. We had a light tailwind because the airport has rising terrain to the south and we needed to take off to the north over flat terrain towards the lake. Applying full throttle, we began moving down the runway …rolling, rolling, rolling. It felt like eternity to accelerate and finally lift off and we were going way faster over the ground while climbing sluggishly over the marshland to the lake. Three of the basic performance problems which have led many General Aviation aircraft accidents were present here: 
  • High density altitude
  • Max gross weight
  • Tailwind

Mountains and high density altitude demand your attention.

The LSA we were using performed great, but revealed a big difference in performance compared to sea level flying. Let’s break this down into the components and look at why this Nevada attempt took so long to take off.  FAA’s definition for density altitude:
  • “Pressure altitude corrected for temperature and humidity."
  • Common sense definition – “less air” (density) resulting in reduced engine power plus faster takeoff, stall and landing speeds — because true air speed goes up.
Starting with the FAA definition, pressure altitude is found by setting the altimeter to 29.92 inches of mercury (standard pressure) and reading the resulting “pressure altitude” on the altimeter. Low barometric pressure, less air above you, results in higher (less dense) pressure altitude. High barometric pressure, more air above you, results in a lower (more dense) pressure altitude.

Pressure Altitude Chart

From the well-known FAA diagram (pressure altitude) we can see that with higher barometric pressure you could lower your pressure altitude by by up to 1,000 feet or so, from 6,500 to 5,500. Falling pressure raises your density altitude by up to 2,000 feet 6,500 to 8,500. Typically, it would be less but for calculation expect atmospheric pressure could raise or lower your standard temperature altitude by 500 feet. Now let’s look at temperature. Standard temperature for 6,500 altitude is about 37 degrees F. If we have a hot day say 80 degrees F, the pressure altitude is 6,500 feet, but density altitude goes up to 9,500 feet. Note that variations in temperature can cause the density altitude to go up 3,500 feet altitude and pressure altitude only 500 feet variation. Temperature makes a much bigger difference in density altitude. You can use any app, the classic E6B computer, or an electronic E6B to find density altitude. You can also listen to the AWOS; you have various ways to determine density altitude. Now, how does density altitude affect performance? Let’s start with the rule of thumb I teach and use as a basic for density altitude performance. Take this with you.
At 8,000 feet density altitude, it takes about twice as long to lift off as it does from sea level.  
This is derived from various performance parameters, and it could be 7,000 foot density altitude but 8,000 feet is a good round number for this rule of thumb. 

Temperature and Density Altitude Chart

Why is this? First, for every 1,000 feet increase in density altitude, the engine loses about 3% power or thrust. So at 8,000 feet density the 100 horse engine is only producing 76% of the thrust, a 24% loss of thrust. Second, if you rotate at 60 knots indicated airspeed at sea level, then at 8,000 foot density altitude your true airspeed (ground speed in calm air), rotation speed would be 68 knots. Keep in mind your visual reference to the ground speed for takeoff and landing is going to go up 13%. This is why people tend to stall during takeoff and landing, because they feel they are going faster than they normally do. Indicated airspeed, not true airspeed, is what counts in stall. Therefore, at 8,000 foot density altitude you have 24% less thrust and must get going 13% faster to rotate. All that weight and mass has to gain that much more momentum with significantly less engine power. Loose/loose or bad/bad situation. Now look at climb rate, your ability to get away from the earth. A 1,000 foot density altitude decreases climb rate by 8%. An 8,000 foot density altitude reduces climb rate by over 60%. The Koch Chart is the classic many use to determine performance and a well known standard. General aviation aircraft typically have great performance tables and graphs, but LSA and even more so, ultralights, may come with rather basic performance guidance so this Koch Chart is a great tool. Let’s go back to my original example and use the rule of thumb  with the density altitude of 9,500 feet MSL, plus that tail wind of 10%. Takeoff speed will increase takeoff roll by 20% to the density altitude factor. Now you have just under three times the takeoff roll as you would at sea lever standard conditions. In such conditions, you will eat up a lot of runway to get off the ground.
Light-Sport Aircraft typically have good performance at high density altitudes because with the typical 100 horsepower and max gross weight or 1,320 pounds the power-to-weight ratio is better than larger, heavier aircraft.

Paul's Experience with LSA

My 1,000 pound weight-shift control trike and Sling 2 at 1,320 pounds, both with the 100 horsepower Rotax 912iS fuel-injected engine are getting 300 FPM climb at 12,000 foot density altitude, which I typically fly in the mountains. No problem taking off at South Lake Tahoe airport but the increase in takeoff roll is noticeable. The carbureted engine performs almost as good with automatic mixture control. 

Giving lessons in the Evolution Aircraft Revo over mountainous terrain.

I have had a number of people who are thinking about buying a LSA with a 100 horsepower engine who are worried about LSA and density altitude. We go flying and they are really impressed with the performance as we cross the mountains at 10,000 feet (12,000 foot density altitude) and land/takeoff at South Lake Tahoe airport (TVL). The high-drag Quicksilver with a Rotax 582 (65 horsepower at sea level) barely climbs at Carson Airport 4,700 pressure altitude with 7,000 foot density altitude; it has only 100 FPM climb, not enough to climb out depending on other conditions such as convective lift.  Ultralights typically do not have that much power to begin with so they also do not climb the best at high density altitudes. You can look at performance at sea level for a guide to how an aircraft will perform at high density altitudes

Paul and Loretta Hamilton enjoy the beautiful area around their home base, flying in a The Airplane Factory Sling 2 LSA.

Overall, you need to take the performance at sea level standard conditions, which the manufacturer typically provides optimum pilot and light weight conditions, and look at the density altitude or Koch chart to determine the performance of your LSA or Ultralight. The recipe to disaster is the airplane that flies up from sea level to South Lake Tahoe in the cooler morning. Headed home by afternoon, they load family, luggage and fuel. In the heat of the afternoon the airplane easily stalls on takeoff or climbout. Remember, they were facing — high density altitude (high elevation plus heat), were likely near max gross weight, and had a tailwind. Don't be that pilot. Density Altitude is a condition to be considered seriously.

An accomplished photographer and videographer for years, Paul captures some marvelous views. In this striking image, a Sierra wave cloud is forming. For years, sailplane pilots have used wave formations to soar to amazing heights (flying the lifting leading edge of the wave).

Normally, this website focuses tightly on airplanes and the equipment and services needed to keep them flying. However, on regular occasions, I receive questions about density altitude and light aircraft. A surprising number believe LSA perform less well than legacy airplanes in these conditions. (They’re wrong.) Since I also hear questions regarding techniques to fly in mountains, why not combine these two challenges? This information can be useful to anyone who flies any kind of aircraft anywhere in the world. To provide the best information, I went to an expert. I know a thing or two about airplanes but Paul Hamilton, founder of the Sport Aviation Center, is an expert trainer, not only writing and making videos on the subject for years but regularly providing flight instruction. Further demonstrating his versatility he does so in three-axis and weight shift. I asked Paul to compose a short lesson about density altitude and he quickly complied.

Sun ‘n Fun 2021 / Reflections… Skyleader, Luscombe, Rev XS Winner

By Dan Johnson || 4 Comments

Continuing news from Sun 'n Fun 2021 is rolling in from across the country. Even while most international enthusiasts were unable to attend because of covid-induced travel restrictions, Americans turned out in strong numbers — and had a great time. FAA personnel casually (not officially) reported some 70,000 tickets bought on Saturday alone. I have no idea about such numbers historically, but by any measure, that's a darn fine performance, the equivalent of a major football stadium stuffed full of fans. I am so relieved for Sun 'n Fun. Inc., and I'm sure my relief is but a drop in the bucket compared to that felt by Team Sun 'n Fun. If Oshkosh goes similarly, then I think it will be fair to say recreational aviation is nearly back to normal. Fortunately, in the Year of Fear that may be ending, tons of builders worked on kit airplanes, loads of LSA owners got out and flew their birds, and Part 103 ultralights probably set a record for shipments and kept sport pilots up in the air. Update on the Part 103 List — The survey of Part 103 producers slowed while I attended and worked Sun 'n Fun but I'm back on the project. I still need to hear from many manufacturers. If you own a Part 103 aircraft of any kind from any supplier, you can help by asking your producer to respond to my inquiries.

3 Distinctive Aircraft from Sun 'n Fun 2021

Now let's continue our look at airplanes of interest to those seeking light recreational, affordable aircraft. I highlight three aircraft, each quite different in its own way. —Luscombe is an all-American original. The company now based in Jamestown, New York made an appearance at Sun 'n Fun 2021. I finally found it in vintage parking. It was well located; this was a genuine vintage example, nicely polished and prepared for the faithful to admire. Meanwhile, the company is taking a measured approach to re-entering the Light-Sport Aircraft market. Steve Testrake, whom I met in Lakeland, has explained that the newly-reorganized company (see link above) will begin by supplying much-needed replacement parts to the existing Luscombe fleet. As the renewed factory sets up, they will add to the list of components. This effort will be treasured by many Luscombe owners. They love their aircraft like few other models I have ever investigated, making a maintenance-grounded Luscombe agonizing for those enthusiasts. Steve and his team aim to resolve that. Bravo! Then, he described a plan to go slowly at a return to manufacturing the vintage aircraft as a Special, fully-built LSA. Another bravo, including for taking the time to get it right. Readers should understand getting semi-tractor trailer loads of inventory, tooling, jigs and more will take some time to get set up properly. It was 14 years ago on the EAA Sport Pilot Tour, not long after the first emergence of Light-Sport Aircraft, when Luscombe won acceptance as a SLSA. That's when I had my first crack at this much-beloved aircraft. Here's what I had to say about this storied model from America's past. This one stands the test of time well flying as wonderfully as I'd always heard. That's worth another Bravo!

For More Info: Visit Luscombe Aircraft

•    •    •    •    •    •   •

—Skyleader 600 looks familiar to some viewers. It should, though a lack of immediate recognition is understandable. Early LSA enthusiasts knew this aircraft as the Jhilivan (or Kappa) KP-5. It was one of the first Special LSA to win FAA acceptance; here's my review of it back in 2006. Then the design went away… for years. It came back once as the refashioned Skyleader, faltered again in America, and is now back with stronger representation. I recorded a new interview with importer Michael Tomazin and that will follow after editing. Meanwhile, here's a video review of Skyleader 600 with the former importer. Michael's enthusiasm for the aircraft is evident as he talks about the model. Several features are worth observing. First, entry is over the wing as with all low-wing models but the canopy arrangements is great at least two ways: it slides aft on a carbon fiber-reinforced rail that makes moving the large covering easy. While not intended as a roll bar, the carbon bar does aid entry. A canopy articulated in this fashion is also likely to be more secure in gusty winds. Once up on the wing, you can simply stand on the floor in front of the seat and sit down. Unlike its predecessor from Kappa, Skyleader 600 has both seats side-by-side; KP-5 had a slimmer cockpit width and staggered the right seat aft a few inches to give more room and a wider view. While the current configuration is more commonplace and will probably please more buyers, I rather liked the staggered seating; it gave the pilot in command great visibility out both sides. Another nice bit of engineering is the far-extending Fowler-style flaps (nearby photo). This flap construction is more complicated than simple hinged flaps but the Fowler design allows lots more airflow making the surface much more effective. When the flaps extend, the elevator trim automatically adjusts to reduce pitch changes when deploying the large flaps. Of course, this level of sophistication is more costly than simpler constructions.

For More Info: Visit Skyleader North America

•    •    •    •    •    •   •

—Rev XS from Evolution Aircraft, America's premium trike developer, extends an amazing run starting with the letters "R-E-V." First, Revo. Then, Rev. Then, Rev X. Then, RevoLT. And now, Rev XS. I don't recall for sure, but it may be that each of these won an award; they're that well done.

Amy Mednick poses with her award-winning trike, a Rev XS model she named "Patriot."   photo courtesy Larry Mednick of Evolution Aircraft

So, no surprise that Rev XS won an award at Sun 'n Fun 2021, except this time with an attractive difference. This winner was built by Amy Mednick. Until a few years ago when Larry and Amy Mednick got married — at Sun 'n Fun, of course 😎 — you knew her as Amy Saunders. She's been in this game a while. Only a couple weeks before Sun 'n Fun, I heard from her. "I thought you would to know, since I have talked about it for years," she texted. "I am officially a Weight Shift Control (WSC) Certified Flight Instructor with Private privileges!! …as of this morning," she added enthusiastically! Then at the airshow she won the "Outstanding LSA — Trike" award. Indeed, it's been quite a year for Amy. I'm not sure I recall ever seeing Amy when she wasn't smiling but this one-two set of accomplishments really had her beaming. Right behind her was very capable designer and husband, Larry Mednick. His smile was nearly as broad, understandably. Evolution Aircraft enjoyed a banner year in 2020, despite all the covid anxiety. It turns out that open-cockpit trike flying was embraced by many last year and Larry noted that the enthusiasm is continuing into 2021. This husband-and-wife team appears set to have another good year in 2021. Contratulations to Amy in particular and Evolution more broadly.

For More Info: Visit Evolution Aircraft

This video reviews the entire Evolution line from last year's lone airshow, the Midwest LSA Expo: https://youtu.be/v5XxJaVC4J8

Rev XS designer Larry Mednick likes E-Props enough to become the importer of this brand, as seen in this unorthodox arrangement of a four-blade propeller.

A Tribute to Mike Collins — One of the most famous photos taken during the 1960s moonshot was this one by Mike Collins, who just died at age 90. His photograph reveals Neil Armstrong and Buzz Aldrin returning from the first steps on the moon, plus the entire planet… meaning everyone alive at the time — except himself. I was a young flight instructor when this monumental event in human history occurred. Like most people, it left a lasting memory on me. Rest in peace, Michael Collins.

Continuing news from Sun ‘n Fun 2021 is rolling in from across the country. Even while most international enthusiasts were unable to attend because of covid-induced travel restrictions, Americans turned out in strong numbers — and had a great time. FAA personnel casually (not officially) reported some 70,000 tickets bought on Saturday alone. I have no idea about such numbers historically, but by any measure, that’s a darn fine performance, the equivalent of a major football stadium stuffed full of fans. I am so relieved for Sun ‘n Fun. Inc., and I’m sure my relief is but a drop in the bucket compared to that felt by Team Sun ‘n Fun. If Oshkosh goes similarly, then I think it will be fair to say recreational aviation is nearly back to normal. Fortunately, in the Year of Fear that may be ending, tons of builders worked on kit airplanes, loads of LSA owners got out and flew their birds, and Part 103 ultralights probably set a record for shipments and kept sport pilots up in the air.

2020 Is History — How Did Light Aircraft Fare in this Year of Fear?

By Dan Johnson || 9 Comments

Everyone knows 2020 was arguably the most unusual year in anyone's recollection. In such a time of global upheaval, how did the light aircraft industry fare? This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on Tableau Public. As always, my sincerest thanks goes to our premier datastician Steve Beste. His work is the primary resource for this report. While I deeply appreciated the work done for years by former data guy (and personal friend), Jan Fridrich, Steve's career in databases gave him skills that few others possess. Since he's also "one of us" — a trike owner and pilot — Steve understands what we hope to achieve better than data experts outside affordable aviation. We believe the following information is the best and most reliable found anywhere in the world. However, any sharp readers who see errors or omissions are encouraged to speak up; we have often benefitted from reader input and welcome any chance to improve our reporting.

2020 and Covid Surviving or Thriving?

Steve Best summarized, "Registrations grew by about 4% in 2020, down from 10% growth the year before." Many may be surprised. Registrations grew? …in 2020!? Indeed, they did, and that's without counting Part 103 ultralights that do not need to be registered with FAA. We'll have lots more on Part 103s in a couple months (the effort continues to contact all 57 producers currently identified). Other than Part 103 vehicles… "The market splits into three distinct categories," Steve began. He listed: "1️⃣ Zenair/Zenith, which registered* almost twice as many aircraft (86) as anyone else in 2020, followed by 2️⃣ the next four, each with over 40 registrations in 2020, and then 3️⃣ everyone else." Trailing the longtime leader of this segment was Van's and their RV-12 (we do not cover the other models Van's sells), followed by Kitfox, Rans, Sonex, and Just. "The leading registrations were almost all kit-built planes that can be flown by someone with a Sport Pilot certificate or using those privileges with a higher certificate — hence, "Sport Pilot kits." Van's Aircraft's RV-12 can be bought factory-built as an SLSA, but of the 54 RV12s registered in 2020, only 11 were RTFs."

Aeroprakt A-22 SLSA — photo from JetPhotos.net, photographed by Dallas Presser ©.

Builders completed their kit-built planes at a good pace in 2020. In the chart below, the red line shows factory-built aircraft, SLSAs and ELSAs. The brown line shows kit-built aircraft. Steve observed, "Historically, most of 'my' kind of aircraft have been factory-built but that’s no longer true. Now factory-built and kit-built are on par." Indeed kits have been rising faster since about 2015 — where from 2005 (when the first SLSA were accepted by FAA) through 2014, ready-to-fly aircraft were pulling away. Why is this true? Many reasons might explain but affordability is a key element and, no question about it, investing your labor reduces the cash outlay to have your own airplane. At the same time, the sophistication of Special LSA has risen over the years. Features such as bigger, more powerful engines, autopilot, big fancy panel displays, leather interiors, complex manufacturing with carbon fiber, and the cost of complying with ASTM standards has increased the cost of some SLSA beyond $200,000. At this price point, some readers note a recreational aircraft can cost more than your house (not in California or New England, perhaps, but in many U.S. regions this may be true). "Look at the slope of the lines," Steve advises. "The brown (kit) line is steeper, especially last year. That means two things: First, a lot of people finished their kit planes in 2020 – more than finished them in 2019 (so that’s how they spent their lockdown time). Secondly, people are buying more kits than factory-built aircraft. Of course, there’s a lag in the data*. Some of those 2020 completions represent purchases from years before. Still, the kit segment has overtaken the factory-built segment."

Special and Experimental Light-Sport Aircraft

Aside from fixed-wing Sport Pilot Kits, Italian gyroplane maker Magni more than doubled its registrations. Among ready-to-fly (RTF) models, Scoda's Super Petrel amphibian had a breakout year.

A Magni fully-enclosed M-22 Orion is decked out with Beringer “Shock Wheels.”

Yet all is not well. Icon sunk from 5th place to 15th, with just 13 registrations, down from 42 last year. AutoGyro’s numbers dropped 38%. "The largest gyroplane manufacturer in the world is reportedly undergoing a 'corporate restructuring,' Steve noted. We do not cover the Primary Aircraft category where some AutoGyro models may appear after they spent generously to achieve that certification with FAA. With the coming LSA regulation preparing (we believe) to allow SLSA gyroplanes, the advantage in  having Primary Category approval is diminishing. Whatever the explanation, Italy-based Magni surged from well behind the market leader to race ahead in the American gyroplane market for 2020. LSA Seaplanes — a category all its own. Two companies stand out from the rest in 2020. Datastician Steve wrote, "Progressive Aerodyne's SeaRey is the leader among amphibians now that Icon has slipped." This must be particularly delicious for those working at the Tavares, Florida airplane manufacturer. SeaRey existed long before Icon Aircraft. Once solely a kit builder, after adding SLSA models Progressive has steadily marched forward, even during ownership and management changes. Searey's steady performance year in and year out wins the match against A5. These days, the two are priced dramatically differently and Searey remains a great value.

Brian Boucher flies the Scoda Super Petrel LS with gear retracted.

Coming in 2021, however, is New Zealand's Vickers Wave that expect first flight this spring. Although presently a kit producer, Aero Adventure will being offering a fully-built model and its price point is sure to attract new buyers for this long-proven design. One statement is true for LSA seaplanes and all other recreational segments: The ease of market entry compared to conventionally-certified "legacy" airplanes is sure to keep developers on their toes, demanding they continually make their aircraft more desirable. Brazil's Scoda Aeronautica's Super Petrel LS has joined the leaders with a breakout year in 2020. See video below.

Alternative Aircraft Trikes/Gyroplanes/Powered Parachutes

Fixed wing, three axis aircraft have dominated Light-Sport Aircraft since the start. However, what I term "alternative aircraft" (anything not a fixed wing three axis model) have long made up about a quarter of the total and this remains true.

Photographed and flown by Amy Mednick of Evolution Trikes.

In this new year, I suspect we will find that Part 103 ultralights will factor in significantly. Among these lightest powered, wheeled aircraft, fixed wing, three axis will be the lion's share but alternative aircraft represent a percentage you cannot ignore. My expectation is that unit sales of Part 103 fixed wing and alternative models may exceed the total of SLSA/ELSA models sold. They are less costly by a wide margin — in some cases only one-tenth the cost of a deluxe Special LSA. Reviewing the charts and tables accompanying this report, Steve noted, "Except for Magni, gyroplane registrations were down. This hot segment seems to have cooled a bit in 2020." I would add that this could change a lot once the new regulation is announced and ready-to-fly gyroplanes can be sold by any company that earns FAA acceptance via ASTM industry consensus standards. "Trike registrations were flat overall," Steve said. However, he added, "Evolution Trikes had a big comeback in 2020. Interestingly, they registered only one of their high-end Revo trikes. Fortunately, Larry Mednick branched out into the mid-sized RevoLT and the single-seat RevX. The latter is like a high-performance ultralight, so perhaps its numbers are a side-effect of the boom in ultralight sales this year." Evolution also makes a Part 103 model called Rev that also experienced a robust year in 2020, Larry reported. "Powered parachutes (PPCs) recovered from 2019, but Powrachute brand may soon be the only company in the segment," Steve wrote. The Michigan producer — which also manufactures components for Evolution Trikes — nearly doubled its registrations from 2019 to 2020. Six Chuter came back from zero in 2019 but their numbers are small. Some other PPC producers have models that show up nowhere. SkyRunner and it's gnarly, large, and "twin-engined" combo powered parachute and ground vehicle made several sales to the U.S. government and military. These units require no FAA registration so do not appear in our tabulations. No other powered parachute make emerged into the statistics opening the door for new entrants.

•   •   •   •   •   •   •

That's our look at affordable aircraft in 2020. Building a kit can be a largely solo activity and sport aircraft are flown solo most of the time. Therefore 2020 was not the horrid year it was for someone working in hospitality, restaurants, gyms, churches, or other "non-essential" activities. If you're one of many who kept flying in 2020, good for you! Enjoy your aerial freedom!
Scoda's Super Petrel is one producer that had a stellar 2020. The following beautifully-done video offers a quick glance at production and shipment of this unusual bi-plane LSA seaplane. https://vimeo.com/440801166
* Registrations are not sales or deliveries. Kit-built aircraft are rarely registered in the same year they were delivered so kit registrations in 2020 may not reflect 2020 sales, which could have been lower or higher. Special and Experimental LSA of any kind are likely to be registered the same year they were manufactured. Over time, registrations and deliveries tend to align.

Everyone knows 2020 was arguably the most unusual year in anyone’s recollection. In such a time of global upheaval, how did the light aircraft industry fare? This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on Tableau Public. As always, my sincerest thanks goes to our premier datastician Steve Beste. His work is the primary resource for this report. While I deeply appreciated the work done for years by former data guy (and personal friend), Jan Fridrich, Steve’s career in databases gave him skills that few others possess. Since he’s also “one of us” — a trike owner and pilot — Steve understands what we hope to achieve better than data experts outside affordable aviation.

All Revved Up — Succeeding Brilliantly in 2020; Flying for Fun Defies Covid-19

By Dan Johnson || 9 Comments

You can see market numbers for the last quarter in this article — or review all LSA and Sport Pilot kit market info in this dedicated area. Get results for every American light aircraft on Tableau Public. If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately. Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category. Germany has its 120-Kilogram class (very similar to Part 103 parameters). England has its SSDR (Single Seat DeRegulated) class plus Sub-70. The latter is for very light aircraft weighing less than 70 kilograms or about 154 pounds, essentially a self-launching hang glider. This not a big market in the USA but put all these classifications together and add them to relaxed regulations for the very lightest powered aircraft in many other countries and you can see this is a more active and diverse aircraft market than you probably knew.

Evolving "Rev"

First, Evolution Trikes introduced their super-deluxe Revo. Later came the Part 103 Rev, followed by a more potent RevX. Then came their Revolt, an open cockpit two seater. All the Revs carry a lower price tag than the sophisticated Revo. This surely accounts for some of the volume but clearly, as mentioned in the video below, it appears weight shift aircraft are enjoying some kind of revival. In recent years, boss Larry Mednick observed that their "tube-trike" line has been growing in strength. In the video below you will hear him say, "We have officially built more Rev, RevX, and Revolts than we have ever built Revo (models)." The Ferrari of their line, Revo, has been out for 11 years, debuting in 2009. Rev was introduced only four years ago and Revolt only two years. For these "tube-trikes" to have eclipsed Revo in sales numbers is quite remarkable. Why is that? Lots of reasons explain purchase decisions even disregarding the lower purchase price of simpler aircraft: Single seaters are doing well. Evolution is selling many aircraft. And lots of younger participants have emerged. "I don't know what's in the water… I don't know what's going on this year, but the phone has not stopped ringing about these [aircraft] and we are certainly having a record-breaking year," Larry said. He added, "We have three times as many orders this year compared to last year and double our best year since we started in business." Of particular note: "We are seeing a lot of younger buyers. I've never seen so many buyers under 50 [years old] getting involved. We're seeing a lot of buyers in their 30s and 40s; it's very encouraging," Larry enthused. Maybe you don't care about weight shift or other alternative aircraft like powered parachutes, gyroplanes, and motorgliders, but these all bring new pilots into aviation and new pilots often eventually upgrade to faster aircraft so the one you just bought might sell to one of these pilots in the future. I urge you to watch the video below and hear from Larry yourself. Thanks to great work by Videoman Dave of the Light Sport and Ultralight Flyer YouTube channel.

New Model Coming: RevXS

I will let Larry tell you himself about this newest entry in his "tube-trike" line. However, I remind you that you read and heard it here first.
https://youtu.be/v5XxJaVC4J8

You can see market numbers for the last quarter in this article — or review all LSA and Sport Pilot kit market info in this dedicated area. Get results for every American light aircraft on Tableau Public. If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately. Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category.

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

By Dan Johnson || 1 Comment

By any measure 2020 has been an unusual year. While millions were thrown out of work by lockdowns to prevent the virus from spreading, we all read or hear that plenty of other workers can work from home or have businesses that cannot be restricted by government decrees. In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs. In this third quarter report for the calendar year, I'll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus. The short answer: some are doing surprisingly well.

Light-Sport Aircraft

Before I launch into an analysis, I must extend grateful thanks to Datastician Extraordinaire, Steve Beste, who does such a comprehensive job compiling and demystifying data from FAA's aircraft registration database. I've told you before how much sorting and sifting must be done to take this publicly-available information and make it into the charts and graphs you see on Tableau Public (where you can drill down through all the data right to the individual airplanes being counted). It bears repeating. You can go poke around FAA's database yourself …but while you access the same information you won't get the same details as we have here without a lot of work. What you see here is thanks to Steve's noteworthy skills at organizing data and solving the puzzles made by aircraft with varying registration information. To better understand Steve's marvelous work, read this early article after we began working together. Data hounds (you know who you are) may also want to read how Steve does his work. Steve summarized, "Some [producers] are doing stupendously better than last year. Others, not so much." Some, like "Most Improved" Texas Aircraft, which more recently arrived on the market with their Colt, registered their first SLSA in 2019 so a very small increase in registrations makes for a big percentage increase." See the nearby chart to see which companies are soaring high in 2020 along with those matching last year's pre-Covid results. As you can see, quite a few companies are surviving this economic punishment quite well. On the downside, Pipistrel and Icon have dropped sharply in registrations during 2020.

Sport Pilot Kit Aircraft

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

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

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

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

Regretfully, No Part 103

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

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

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

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

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

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

Kit Aircraft Are Up; New Sales Are Off — Recreational Aviation Copes with Covid

By Dan Johnson || 11 Comments

Our fastest-with-the-mostest partner tracks the health and performance of the light aircraft industry and is once again punctual. Datastician Steve Beste has proven his capabilities to collect the registration data quickly, accurately, and with an insider's viewpoint. Steve is a trike pilot, so he is "one of us." In his former life he was a database expert in the tech field explaining his great facility with these systems.

This is the home page from Tableau Public; visit to see much more detail.

Here we are reporting facts for the period of April, May, and June 2020. Given the spectacular upheaval around the world, I'm happy to see the recreational aircraft industry holding its own fairly well. Reporting for the companies making larger, heavier aircraft, the General Aviation Manufacturers Association also reported sales are down. I cannot imagine anyone is surprised. If I was reporting numbers for the restaurant, bar, hotel, airline, theater, sports, or concert industries it would be an ugly bloodbath. This report is far less glum and beaten-down than those enterprises.

Broad View of Market

As Steve notes from his study of the current data, "Overall, registrations are down 11% year-to-date from what they were at this time a year ago." Total registrations declined rom 387 to 344 aircraft of all types. This still speaks to a year with around 700 aircraft registered.

Comparing the YTD situation now with the YTD situation a year ago. —chart by Steve Beste

However, Steve further observed, "The decrease is all in ready-to-fly aircraft. Kit registrations have actually increased a bit." He continued, "This data is consistent with a [statement] that says that people [may be] buying fewer new aircraft this year, but kit builders are continuing to work on their projects. Indeed, they're completing slightly more projects than they were last year." Considering recent events, he added, "This is just what you'd expect for a time of economic downturn and quarantines." Looking at the big picture for overall numbers, when comparing the first half of 2020 to the first half of 2019, we see total registrations are down by 11%, almost identical to GAMA's first quarter 2020 figures. Piston GA aircraft deliveries were down 11.7%; their second quarter info should be out before long and we can wonder if they will take a harder turn south.

Performing strongly in 2020, Aeroprakt's A-33 is seen in-flight. —photo by ATA

However, an interesting aspect to the story is that kit-built light aircraft registrations are up for 2020, from 207 last year to 217, both representing 6-month totals, an increase of 4.8%. Please remember that registrations — especially for kit-built aircraft — represents completions of kits not sales of kits. The two are displaced by 1-3 years or more of work to take a kit from assembly to flight. The suffering comes as Light-Sport Aircraft kits and fully built models were down from 180 in last year's first half compared to 127 this year, a reduction of 29%.

Most Notable: Icon

One well-known company heads our list of most-changed …and unfortunately, not for the best. You guessed it: Icon Aircraft and their handsome, if troubled, A5 LSA seaplane.

Icon A5 aloft over California. —photo by Icon Aircraft

After two relatively steady years of registering around 50 aircraft a year, enough to rise near the top of the fully-built Special LSA segment, Icon's 2020 registrations plummeted from 44 in 2019 to 6 so far in 2020. Do please remember that these numbers are for the first half of 2020, a very difficult time, and with any luck, the last half of this weird year may improve. As if Icon was not facing strong headwinds, it just got more turbulent as Aero News-Net reported. Original founder and visionary, Kirk Hawkins — described by the company as being "on sabbatical leave" — is suing the Chinese company that is the primary stockholder of the California builder with extensive operations in Mexico. The last Chief Operating Officer has resigned and been replaced by another but the company is struggling to right the ship. Their aircraft is the most expensive, by far, in the LSA industry. They have two large facilities and more than 300 personnel on the payroll (although two thirds are in Mexico where wages are surely much lower than in California). That much overhead and payroll cannot be sustained with a dozen aircraft a year so Icon's new leader certainly has his work cut out for him. As Steve discovered, "Icon registrations have dropped off a cliff, from 44 in 2019 to six so far in 2020." No question this is the biggest change in light aviation prompting Steve to ask, "What is going on there?"

Good News Leaders

In better news, though, Steve said, "Magni gyroplanes are doing very well. They've already exceeded last year's total (10) by 50% and the year is only half over." As I've written recently Magni is active in promoting their business during this difficult economy and that effort is evidently bringing benefits to the Italian producer.

Another brilliant photo from teacher-photographer-videographer, Paul Hamilton flying his Evolution Revo.

Steve continued, "Likewise, Aeroprakt has gone from 3 last year to 8 already this year." If Aeroprakt USA importer Dennis Long can keep up this pace, he'll hit 16 aircraft for the year, which is a worthy performance. In our full-year 2019 report, Evolution Trikes looked rather weak but boss Larry Mednick reported that some registrations that should have made it into 2019 didn't and we assured him they would show up in our 2020 reporting. They did, as Steve stated, "Evolution Trikes are back, going from 3 in 2019 to 8 in the first half of 2020. Like Aeroprakt, this suggests they are back on track …or alternatively, the database figures confirm Larry's comment at the end of last year. Please remember, as always, registration data is not sales data. For one obvious example, Evolution sells trikes outside the USA and these are not counted in this report.

Gyroplanes Go "Inside"

This beautifully-lighted image of a Magni M16 tandem gyroplane was taken on a flight from Texas to Cuba (here's the whole story).

Combing the database thoroughly, Steve added a closing thought: "Looking elsewhere, I see that among gyroplanes, the enclosed side-by-side models are [now] favored over the tandem and open models, that is, AutoGyro's Cavalon is their top model, as is the M-24 Orion for Magni. Thanks a million to Steve Beste and his efforts to keep us all informed. Please go visit Tableau Public for much more information, which you can shape and change at will — see the blue boxes at the left of your screen, especially the bottom two that may be most helpful, plus the tabs across the top.

Our fastest-with-the-mostest partner tracks the health and performance of the light aircraft industry and is once again punctual. Datastician Steve Beste has proven his capabilities to collect the registration data quickly, accurately, and with an insider’s viewpoint. Steve is a trike pilot, so he is “one of us.” In his former life he was a database expert in the tech field explaining his great facility with these systems. Here we are reporting facts for the period of April, May, and June 2020. Given the spectacular upheaval around the world, I’m happy to see the recreational aircraft industry holding its own fairly well. Reporting for the companies making larger, heavier aircraft, the General Aviation Manufacturers Association also reported sales are down. I cannot imagine anyone is surprised. If I was reporting numbers for the restaurant, bar, hotel, airline, theater, sports, or concert industries it would be an ugly bloodbath. This report is far less glum and beaten-down than those enterprises.

What’s Happening in Light-Sport Aircraft and Sport Pilot Kits? Here’s Our 3Q19 Update.

By Dan Johnson || 1 Comment

This website seeks to offer a reliable source of market information for Light-Sport Aircraft and Sport Pilot kit aircraft as a service to the light aircraft sector. If you follow light aviation intently as many readers do, knowing what aircraft and subgroups (within LSA and SP kits*) are thriving or stumbling can be of great interest. Thanks to our fantastic "datastician," Steve Beste, we know more now than we've ever known about aviation's recreational aircraft segment. You simply cannot find this information anywhere else. With Steve's superb help, following are a few stories within the numbers. If you don't care about market shares and just want to hear about aircraft, we won't keep you waiting long. However, for many, these figures are quite valuable and this is the only place you will find them. Let's dive in…

2019 Is a Good Year (so far)

We're only three quarters through the year but extrapolating from the first three quarters and assuming a steady pace (which is not a guarantee, of course), we see that all of 2019 should result in 724 new aircraft registrations in the light aircraft sector defined (by us) as Light-Sport Aircraft and Sport Pilot kit-built aircraft. This is up more than 10% over 2018, which was up over 2017. The industry is having a good year and more pilots are flying these aircraft. One caveat in this positive result is that the fourth quarter of the year is typically slower with winter in the north and plenty of non-flying holiday activities drawing interest. Why? We don't claim to have all the answers but regular surveying of exhibitors at airshows revealed that many sellers say, "The market is good. People are buying." Of course, this is anecdotal not scientific but we heard it from enough vendors to believe they're feeling good about their enterprises. Many pilots backed up this finding with their own, personal assessment. If you want to do your own analysis, you certainly can using our completely free-of-charge Tableau Public web page** assembled for us and maintained to perfection by Steve. We vigorously encourage you to look for yourselves. Don't take our word for it. The data comes directly from FAA's aircraft registration database, then expertly massaged by Steve so the rest of us can make sense of it. To this data source, I apply my own decades of experience in the sector to make some observations.

Breaking Good

First, let's look at two broad categories: First is a grouping of all Light-Sport Aircraft — both Special (fully built) and Experimental (different from Experimental Amateur Built) — and, secondly, a defined flock of Sport Pilot kit-built aircraft*. This is the first time you've seen this because earlier, we segmented SLSA from ELSA from SP kits. This made it appear kits were growing faster than the LSA groups. In fact, they are nearly matched with kit-built aircraft. Viewing all light aircraft as a group, Steve noted, "The same six brands continue to lead the pack." He refers to the full fleet of light aircraft a Sport Pilot may fly — led by kit-built aircraft producers: Zenair/Zenith, Van's, Rans, Sonex, and Kitfox plus SLSA builder, Icon. Immediately under these six powerhouses of light aviation are five close contenders Searey-maker Progressive Aerodyne, AutoGyro, Just Aircraft, Powrachute, and Magni Gyro. While Progressive Aerodyne does well in both kits and fully built seaplanes and while Powrachute sells both as well, the rest are all kit makers. To look up any producer to learn more, use our Search capability (especially "Advanced Search") or go to our ever-popular SLSA List. Kit aircraft remain strong in the USA. This segment existed for many years before LSA came along although we only count since 2005*, while Light-Sport Aircraft go back no further than 2005. Honestly, one surprise about SP Kits and LSA is how close the two primary groups are.

Diving Deeper

Steve made a few other worthwhile observations. Among the increasingly active gyroplane community, "The low-cost Tango is coming on strong. It used to come with a Rotax 582 but their website says it now has a Yamaha FI engine. 4-stroke, 3-cylinder, fuel-injected, 1055cc, 130 horsepower engine." AutoGyro, Magni, and U.S.-based SilverLight lead the among gyroplanes but Tango's appearance suggests the market is open to newcomers, especially when they have good pricing. Using Tableau Public, you can go deep the weeds about any one subgroup by using the blue boxes on the left column to click or unblock lists. The site is amazingly versatile if you spend a bit of time with it. If you own an aircraft included in this analysis, you can absolutely find it; see for yourself. Another newer entry Steve highlighted was the Goat trike. He wrote, "Denny Reed’s [Wild Sky] Goat is a surprise success. He positions it as a super-tough outback machine." Denny is a deeply experienced trike pilot with more than 8,000 hours of instruction given. He finally made his own trike and it is one brute-tough machine. See more in our article and short video. Goat uses wings by North Wing, as do many other trike brands, but the Washington state producer is also having a better year for its SLSA trikes. Evolution Trikes' Revo sales are off a bit but they are highly focused on their fully-built Rev Part 103 trike and their new RevX. The latter is a kit; the former will not show up on FAA's registration database as Part 103 vehicles need not be registered.

Fixed Wingers

Steve is a trike owner and pilot. I also enjoy these "alternative" LSA (trikes, powered parachutes, and gyroplanes). I have enjoyed flying several models of each of these types and find much to love about them …significantly, they can be less expensive than almost any fixed wing aircraft. Are you unsure about "alternative" aircraft? You know the line: "If you haven't tried it, don't knock it." However, fixed wing continue to be, by far, the biggest group of LSA (partly as very few kit-built aircraft are "alternative" types). Among Special (fully built) LSA, Flight Design continues atop the ranking. They enjoyed a phenomenal start back in 2005-2006 and have never lost their leadership position. American Legend, Czech Sport Aircraft, CubCrafters, Tecnam, and Aerotrek (FAA still uses their Aeropro European brand name) remain very strong players in the top ten. However, some newbies are moving up the rankings. Through their start into serial production was long coming, the slickly-marketed A5 LSA seaplane has moved into the #2 position for 2019 (after Van's, which relies heavily on ELSA). Another up-and-comer is Vashon and their well-priced Ranger. BRM Aero and their Bristell are also making good strides upward. TL Aircraft, rep for the Sting and other TL models, is reviving that much-admired stable of aircraft. Meanwhile, Cessna continues to drop following the company's decision to exit the LSA space and crush all remaining aircraft, engines and all. Remos is another that is fading from its earlier strength.

A Quarter to Go

As we head into the final quarter of 2019 — and the final LSA show of the year, the DeLand Showcase — we will report the full year shortly into January 2020. The good news is that aircraft are selling, pilots are flying more than ever, and safety remains quite good. That's reason for celebration. Blue skies!
* "SP Kits" means Sport Pilot kit-built aircraft. Going deeper, "SP Kits" refer to amateur-built aircraft that can be flown by a pilot possessing a Sport Pilot certificate or exercising the privileges of Sport Pilot (meaning, for one, no aviation medical is required) while holding a Private Pilot certificate or higher. Since Sport Pilot, as a form of pilot license, only arrived in late 2004, we count all applicable kit-built aircraft that can be flown by a Sport Pilot. Although some of the same aircraft existed before January 1, 2005, we omit them as it cannot be said those older aircraft could be flown by someone with a Sport Pilot certificate. This also evenly and fairly compares SP Kits with SLSA and ELSA. ** When using Tableau Public — and please do so! — be advised this may work best on your desktop or laptop. The effort called "responsive" to make pages work on smartphones and tablets does not portray the information as conveniently.        

This website seeks to offer a reliable source of market information for Light-Sport Aircraft and Sport Pilot kit aircraft as a service to the light aircraft sector. If you follow light aviation intently as many readers do, knowing what aircraft and subgroups (within LSA and SP kits*) are thriving or stumbling can be of great interest. Thanks to our fantastic “datastician,” Steve Beste, we know more now than we’ve ever known about aviation’s recreational aircraft segment. You simply cannot find this information anywhere else. With Steve’s superb help, following are a few stories within the numbers. If you don’t care about market shares and just want to hear about aircraft, we won’t keep you waiting long. However, for many, these figures are quite valuable and this is the only place you will find them. Let’s dive in… 2019 Is a Good Year (so far) We’re only three quarters through the year but extrapolating from the first three quarters and assuming a steady pace (which is not a guarantee, of course), we see that all of 2019 should result in 724 new aircraft registrations in the light aircraft sector defined (by us) as Light-Sport Aircraft and Sport Pilot kit-built aircraft.

Revving Ever Higher — Evolution Trikes’ RevX Fills a Gap for Ultralight Aircraft Enthusiasts

By Dan Johnson || 4 Comments

Evolution Trikes celebrated their 10th anniversary at Sun 'n Fun 2019. That show and this company have enjoyed a long relationship, one meaningful enough that the two principals, Larry Mednick and Amy Saunders, exchanged their wedding vows at Sun 'n Fun 2018 with show boss John "Lites" Leenhouts conducting the ceremony. Now, that's commitment (to each other and to the big spring airshow). Larry Mednick is a happily married man now but he remains a restless designer, always striving for a new variation on the exquisite theme he started with Revo ten years ago. Since the ultra-deluxe Revo was introduced a decade back it has set a new benchmark for being the best-equipped, most-customized construction, with carefully-designed wings. The weight shift market enjoys several quality brands (though we did lose P&M earlier this year) and some are more affordable but none more sophisticated then Revo. However, that level of engineering and manufacturing costs money and all the many Revo features and appointments add to its expense. What about buyers with tighter budgets or who want something that performs a bit differently?

The Rev' Line from Evolution

First came Revo. Like Tesla, they put out their strongest product first. Then came the little Rev that can make Part 103 if you don't choose all the options Evolution can deliver. After Rev came Revolt, another two seater. It uses the trademarked attributes and hardware that made Revo famous but is a simpler construction that costs less. Finally comes RevX. Larry said about Rev that it is a delightful trike that he has thoroughly enjoyed since it was released four years ago. However, it is a calm weather flyer. I see nothing wrong with that but the lightweight airframe of Rev means it is somewhat more vulnerable should conditions pick up strength. Enter RevX. Larry said three attributes distinguish the newest in his "Rev" line. RevX still folds in six minutes flat and, yes, Evolution has video to prove it (plus see our video below). That system was developed with Rev but when Larry says it folds up he also means it can be transported this way. Rev and RevX both fold quickly while still supporting the structure completely. Most trikes fold up (although few do so as fast) but once folded the wings are not perfectly supported by structure that was purpose-designed to do so. RevX also brings full suspension to the Rev-type design. This was not reasonable on Rev as it tried to stay within the tight constraints of Part 103's 254-pound empty weight (before emergency parachutes or floats, for which extra pounds are allowed). Third, RevX shares with Rev the wide-open visibility of having no structural forward strut. Many trike observers think that forward strut is no visual impediment, but they may not have flown a fully-open trike like Rev or RevX. Evolution designed their structure so that the forward strut was not necessary and double value is achieved when the forward strut need not be removed to facilitate fold-down.

Higher Wing Loading

RevX tips the scales at 410 pounds as seen in the video below. Now, that's for an accessory-loaded trike including an airframe parachute but that empty weight is well past the Part 103 limit so you must build and register your RevX kit aircraft and you must have a Sport Pilot license or better to fly it. For those that may not realize, a Part 103 ultralight vehicle (specifically not called an an "aircraft" to avoid normal FAA requirements) does not require a pilot certificate, N-numbers, or any sort of medical plus it can be delivered ready-to-fly. However, in exchange for some building effort RevX buyers will get a quite capable trike with impressive performance. "Another big change is that the wing on RevX is 25% smaller than on Rev. The RevX wing is 12.0 square meters (129 square feet) with a 28 foot span, where Rev's Part 103 wing is 15 square meters (161 square feet) with a 31.5 foot span," clarified Larry. The higher wing loading makes for crisp handling but more windspeed capability than the more lightly loaded Rev. A smaller but still single-surface wing is paired with the much more potent Rotax 582 engine with 65-horsepower. "Climb rate is 1,200 feet per minutes," beamed Larry. "I tell pilots about to fly RevX that they should start moving the bar forward immediately because acceleration is so fast that RevX will be ready to fly very soon after you advance the throttle." This appears to make RevX well suited to shorter field operations though such things should still be carefully evaluated. "The single surface RevX wing has a limited speed range," Larry explained. "Pilots will see stall at 28 mph, normal cruise at 45 mph and the wing maxes out at 58 mph," he noted but the handling of a single surface wing is superior. As you'll see in the video, not only is Larry a gifted trike pilot but the machine seems willing to allow handling to delight most trike pilots.
Here's our video interview with developer Larry Mednick shot at Sun 'n Fun 2019 when RevX was introduced… https://youtu.be/G8TnXCJH05c  

Evolution Trikes celebrated their 10th anniversary at Sun ‘n Fun 2019. That show and this company have enjoyed a long relationship, one meaningful enough that the two principals, Larry Mednick and Amy Saunders, exchanged their wedding vows at Sun ‘n Fun 2018 with show boss John “Lites” Leenhouts conducting the ceremony. Now, that’s commitment (to each other and to the big spring airshow). Larry Mednick is a happily married man now but he remains a restless designer, always striving for a new variation on the exquisite theme he started with Revo ten years ago. Since the ultra-deluxe Revo was introduced a decade back it has set a new benchmark for being the best-equipped, most-customized construction, with carefully-designed wings. The weight shift market enjoys several quality brands (though we did lose P&M earlier this year) and some are more affordable but none more sophisticated then Revo. However, that level of engineering and manufacturing costs money and all the many Revo features and appointments add to its expense.

Sun ‘n Fun Day 2 — As Summertime Approaches, Light-Sport Seaplanes Draw Interest

By Dan Johnson || 3 Comments

Aero Adventure Aventura II

Seaplane flying is a specialty within aviation but it is one that has steady appeal and develops passionate aviators. I prefer to modify that "gear-up landing" line to… "There are pilots who love seaplane flying and there are those will love it." Be forewarned: Once you touch your seaplane* or floatplane* to the water, it may forever change you. If you think I'm being too dramatic, you probably haven't flown off the water. Great, so it's magical to see the countryside from a few hundred feet up. Even better, enjoy flying low across the clear, blue, warm waters of the Bahamas. Examine the shoreline of a big lake in a way you'd never do in a landplane. Compared to airports, seaplane pilots have many times more lakes or rivers able to handle a landing. All are fair game in an emergency and many U.S.  waterways will permit normal water operations.

ICP Savannah on floats

Are you convinced yet? Water flying does require earning a Seaplane rating for Private or better pilots flying a certified floatplane or seaplane. However, for Sport Pilots or those using higher level certificates to exercise the privileges of Sport Pilot, only training plus a logbook endorsement is needed. Purchase cost of a seaplane can be, well… breathtaking. If you or someone you know has ever priced a general aviation aircraft on floats, you're aware they can be quite expensive. Flying from water  demands a more robust airframe and amphibians add weight and complexity. Finding a qualified flight school and instructors with seaplane trainers and insurance for commercial training operations is another challenge although organizations like the dedicated Seaplane Pilots Association (SPA) can help overcome some of the preceding obstacles.

Just Aircraft Highlander on floats

All these facts conspire to make seaplane flying less common than it ought to be. Light-Sport Aircraft and Sport Pilot kits to the rescue. While still more costly than landline equivalents, LSA seaplanes carry price tags that are a fraction of certified aircraft on floats and they likely outperform their counterparts in general aviation. Even SPA — the water flying organization that has been more focused on certified floatplanes — is now flying a loaned Searey for a year or so to learn more about this segment of their community (photo). Here at Sun 'n Fun 2019, we saw two new entries in the LSA or Sport Pilot kit space. Italian manufacturer ICP representative (and airline pilot) Walter della Nebbia presented a bright red STOL Savannah on white composite amphibious floats. The floats were designed and built by an Italian organization (Scuola Italiano Volo) with many years of experience providing seaplane-only flight instruction. "He (the designer) is very knowledgeable," said Walter. "These are very good floats with lots of experience."

Progressive Aerodyne's Searey on loan to the Seaplane Pilots Association

Just Aircraft showed a Highlander on aluminum floats built by the owner from a Zenair float kit. Just has become known for their SuperSTOL model with the jaw-dropping performance. Highlander is the company's original LSA success story (#33 on our SLSA List) that, when significantly modified for special use, became SuperSTOL. Besides these two entries the LSA industry offers several more choices of float-equipped land planes plus other boat-hulled seaplanes such as Progressive Aerodyne's Searey, Aero Adventure's Aventura, Seamax Aircraft's SeaMax, Vickers Aircraft's coming Wave, and others. In the days ahead I'll also provide some coverage for a very affordable amphibious weight shift trike, Airtime Aircraft's Cygnet, built right here in Florida. While waterborne aircraft carry a higher price tags than land-only airplanes, seaplane flying has never been more affordable.
* My definition of these terms is that a "seaplane" has a boat hull where a "floatplane" is straight or amphibious floats added to a landline. The terms are not used as official designations. Home page sunset view over Seamax LSA seaplane by Randee Laskewitz

Seaplane flying is a specialty within aviation but it is one that has steady appeal and develops passionate aviators. I prefer to modify that “gear-up landing” line to… “There are pilots who love seaplane flying and there are those will love it.” Be forewarned: Once you touch your seaplane* or floatplane* to the water, it may forever change you. If you think I’m being too dramatic, you probably haven’t flown off the water. Great, so it’s magical to see the countryside from a few hundred feet up. Even better, enjoy flying low across the clear, blue, warm waters of the Bahamas. Examine the shoreline of a big lake in a way you’d never do in a landplane. Compared to airports, seaplane pilots have many times more lakes or rivers able to handle a landing. All are fair game in an emergency and many U.S.  waterways will permit normal water operations. Are you convinced yet?

Sun ‘n Fun Day 1 — Affordable Aircraft: CGS Hawk Ultra, Evolution RevX, Kolb Trifly, Thatcher CX5

By Dan Johnson || 4 Comments

Videoman Dave and I never left Paradise City's exhibits in our first day of video interviews. Yet we found several airplanes worth reviewing that fit comfortably into the affordable aviation space this website reports. Hawk Ultra — Despite some speculative rumors, all is well with the dual CGS Hawk project involving two-seat Hawk specialist and primary components fabricator Terry Short paired with the father and son team of Bob and LB Santom handling the single place Hawk 103, Hawk Ultra and Hawk Plus. Hawks developed a strong following in the U.S. and several countries with more than 2,000 flying. As the design emerged in 1983, it was only single place. Once Part 103 aircraft were growing and need for a two-seat trainer became apparent, the Hawk Arrow series debuted in several variations. With one or two seats, Hawks won a place in the hearts of many aviators and that continues unabated to this day. In our interview with Bob, he related that the example pictured nearby flew into Paradise City's grass strip and they are ready to launch into production of the modestly-priced aircraft. RevX — Evolution Trikes has now broadened their line to four trike models: Revo, the top-of-the-line deluxe cruiser; Rev, a Part 103 entry that folds up compactly and securely for trailer transport; Revolt, the tough two-seater to bridge the expanse between Revo and Rev; and now, the newest, RevX, a powerful single seater. Even with most desirable features delivered as part of the base package, RevX is a relative bargain at around $33,000. Multiple positive qualities suggest RevX could be a big seller but perhaps the real value is how well it performs. A Rotax 582 with 65 horsepower gives RevX a very short launch roll and steep climbs but it may be the smaller 28-foot-span, 12 square meter wing with its higher wing loading that leaves Evolution factory pilots grinning from ear to ear after a flight. Given its weight with the beefy Rotax, RevX must be delivered as Experimenter Amateur Built but Evolution offers a Builder Assist operation to help do the job quicker and better. Trifly — As is the case for other producers of Part 103 aircraft, Kolb Aircraft boss Bryan Melborn reported strong business with Firefly, the long established airplane manufacturer's leading model. Like nearly all Kolb Aircraft, Firefly is a taildragger …although the company's models represent some of the easiest-to-handle taildraggers you'll find in all of aviation. Cool as taildraggers may be, the fact remains that most pilots trained in the last couple generations have overwhelmingly learned to fly in tricycle gear aircraft. Most have zero experience with taildraggers but they've heard stories about ground looping and other challenges of handling taildragger designs. To address potential customers telling him they were unsure about their success with a taildragger, Bryan engineered a tricycle-gear version of Firefly. He inventively calls it Trifly. In truth Trifly also comes with a tailwheel; Bryan reports you can definitely perform a three-point landing (main gear touching down in concert with the tailwheel) in Firefly. Or, if you prefer, land Trifly like any Cessna; that works well, too. Kolb's Trifly can be delivered as a kit or ready-to-fly direct from the manufacturer. CX5 — From dedicated designer David Thatcher comes an established and familiar design, the Thatcher CX models 4 and 5. Displayed at Sun 'n Fun was the tandem seating CX5. Using Revmaster's 85-horsepower VW-derived-but-further-developed four stroke engine, Thatcher CX5 can get in the air for a sum in the $30,000 range. Able to hold two large Americans and fly better than 100 mph very economically, this proven design has attracted enthusiastic supporters. Carefully designed to be an easy build, CX5 rewards the builder with an elegant wing featuring a tapered, upward-angled outer wing with dual taper trailing edge and inboard tapering ailerons. Lastly, while we did not interview U-Fly-It boss Dennis Carley, a conversation with him brought the news that his DeLand, Florida company continues to run at full capacity building bargain-priced Aerolite 103s. Contrary to so-called conventional wisdom, the highly affordable world of Part 103 ultralight aircraft appears to be thriving. Budget conscious pilots, rejoice! Home page sunset photo beyond the LSA Mall photo taken by Randee Laskewitz.

Videoman Dave and I never left Paradise City’s exhibits in our first day of video interviews. Yet we found several airplanes worth reviewing that fit comfortably into the affordable aviation space this website reports. Hawk Ultra — Despite some speculative rumors, all is well with the dual CGS Hawk project involving two-seat Hawk specialist and primary components fabricator Terry Short paired with the father and son team of Bob and LB Santom handling the single place Hawk 103, Hawk Ultra and Hawk Plus. Hawks developed a strong following in the U.S. and several countries with more than 2,000 flying. As the design emerged in 1983, it was only single place. Once Part 103 aircraft were growing and need for a two-seat trainer became apparent, the Hawk Arrow series debuted in several variations. With one or two seats, Hawks won a place in the hearts of many aviators and that continues unabated to this day.

Sun ‘n Fun 2019 …About to Open — Here’s a Sneak Peek of Two Creations

By Dan Johnson || Leave a Comment

What's new at Sun 'n Fun 2019? Again, as I've observed for previous airshows, it appears impossible for all exhibitors to be ready by gates-open tomorrow, Tuesday April 2nd, 2019. As usual, it will somehow, magically come together and most attendees will be none the wiser. Early arrivers know the truth of which I speak. I have knowledge ahead of the fact and I promised not to leak the announcements. Sun 'n Fun visitors can check out these new machines for themselves. I am aware of two new aircraft and they could hardly be more different.

Revo, Rev, Revolt, and _____?

In this paparazzi glimpse, you can kinda, sorta tell this is an Evolution trike, but what the heck is it?!

One is a new weight shift trike from the most deluxe maker of such rigs, Evolution Trikes. This Tampa Bay-area, Florida company based at Zephyr Hills airport has been a fountain of development since its start. How long has that been? Ten years as it turns out, and to celebrate, they're bringing their latest. Way back when, I wrote this full-length pilot report about Larry Mednick's first offering at Sun 'n Fun 2011, only a couple years after their original model was conceived. In my article I was exceptionally pleased with the trike's development. I wasn't the only one. Judges awarded Revo the Grand Champion Light Sport Aircraft at the 2011 Sun 'n Fun airshow. Since that colorful splash, the company has introduced their Rev (single place Part 103-capable), Revolt (two place ruggedized model) and now coming is RevX. The lone, fuzzy, distorted image that appears to have been captured by a plane paparazzi may give Evolution fans the smallest of hints (and others almost nothing) so you'll have to come to Sun 'n Fun to see for yourself. Of course, I'll report more fully here.

Now Streaming Your Way

The other fresh entry at Sun 'n Fun 2019 is one almost no Americans have seen and not to many Europeans. I saw it at Aero as did a few other Yanks, but to 99% of interested aviators, here's one out of the blue sky yonder. Welcome to Stream, a carbon fiber, low wing, tandem seating, retractable gear lightplane. Stream is clearly part of the TL family but is completely different than the preceding two models — that Americans already know. Sting has been their lead example through four iterations of the sleek low wing design: Sting-S2-S3-S4. Years ago Sting was offered with retractable gear but then came Light-Sport Aircraft rules so fixed gear became the norm. Later came the similarly built but high wing, yoke-controlled Sirius. Now, Stream… TL Ultralight has been active in the LSA world for many years and was first represented by SportairUSA. At Sun 'n Fun 2019 three very different models of Czech Republic manufacturer, TL Ultralight are on display near (and in) the LSA Mall. A big difference: the large TL display was mounted by newer representative, TL Aircraft USA, run by Michal Margolien. The U.S. based company, with roots in the origin country of Czech Republic, is displaying a Sting, a turbo Sting, the company's high wing Sirius, and Stream. The example was built as it must be for the American market as an Experimental Amateur Built model. A husband and wife team just return from a month in Czech Republic where they fulfilled all requirements for FAA approval. It is their airplane on display.

Starting Tomorrow (TU-4/2/19)

Come see the new Evolution, the new Stream and who knows what else at Sun 'n Fun 2019! You can visit a whole flock of Light-Sport Aircraft, Sport Pilot kits, and the engines that power them in the LAMA LSA Mall. Catch the free Rotax XPress and see for yourself.

What’s new at Sun ‘n Fun 2019? Again, as I’ve observed for previous airshows, it appears impossible for all exhibitors to be ready by gates-open tomorrow, Tuesday April 2nd, 2019. As usual, it will somehow, magically come together and most attendees will be none the wiser. Early arrivers know the truth of which I speak. I have knowledge ahead of the fact and I promised not to leak the announcements. Sun ‘n Fun visitors can check out these new machines for themselves. I am aware of two new aircraft and they could hardly be more different. Revo, Rev, Revolt, and _____? One is a new weight shift trike from the most deluxe maker of such rigs, Evolution Trikes. This Tampa Bay-area, Florida company based at Zephyr Hills airport has been a fountain of development since its start. How long has that been? Ten years as it turns out, and to celebrate, they’re bringing their latest.

Sun ‘n Fun 2018: Records Set, Sales Made, Customers Smiling

By Dan Johnson || 4 Comments

Just Aircraft's SuperSTOL still draws huge attention but it was their little Part 103 Solo that wowed crowds.

Sun ‘n Fun 2018 is done. The show actually closed early at about 1 PM due to forecasts of severe weather. Within hours, a bustling event began to look like a ghost town. Despite the rushed finish, the event appeared to be a huge success. Reports were that it was a all-time record result for Sun ‘n Fun; we’ll wait to see the numbers to know more detail. My conversations with several vendors indicated strong sales interest and orders were taken, so customers and vendors both appear to be satisfied. I spoke to many fans at the show and our conversations demonstrate to me that light aviation is very alive and well. In fact, I see this as one of the most invigorated periods in recent years. The interest is broad based and includes Part 103 ultralight vehicles, gyroplanes, modestly priced Special LSA, and top-line LSA models. On the kit side, interest also appears strong enough that backlogs are growing. For pilots who can't wait, a deepening market is developing for used LSA, many with very low time and great equipment installed — with a growing number of businesses serving the second-hand LSA market. It's a great time to be a buyer and flyer.

Kolb is finding strong demand for its Part 103 ultralight-compliant models.

I also met dozens of folks who very graciously said they enjoy our output in words and video and I am deeply appreciative of that positive feedback. While the severe weather never actually transpired in Lakeland, an abundance of caution is warranted with human lives and so much expensive equipment at risk. I applaud Sun ‘n Fun management — led by John “Lites” Leenhouts — for making the right decision. Certainly from a participant standpoint the decisive move was appreciated as it allowed vendors to get back to a normal week of running their enterprise and customers to return home to their jobs and families.

Thanks for Our Best Day Ever

Rans Aircraft appears to have a major hit on their hands with the S-21 Outbound.

Showing a high level of enthusiasm from readers of  this website who could not attend Sun ‘n Fun, we set an all-time record* for website views Sunday, even as things wound down. With more days like today, this website can better reach aviation aviation enthusiasts with the message of Light-Sport Aircraft, light kit-built aircraft, and ultralight aircraft. I attribute this intensity to daily reporting of interesting aircraft. I will try to continue the pace next week at Aero Friedrichshafen. In addition, you will soon begin to enjoy numerous videos as Videoman Dave can edit them (a large task; please be patient).

Revolt is the newest SLSA and continues the winning ways of Evolution Trikes. Did you notice the yellow theme in all these images?

We have one day at home to wash clothes, repack, and leave the following day for a flight to Germany yet I would not trade this kind of work for anything. I look forward to seeing many friends and fans in Europe as well as reporting to Americans back home plus many readers all over the planet. It is amazing to use the technologies of just this last decade or so to provide such coverage. I’m honored to have this opportunity and I so appreciate your loyal readership. Thank you!

* Based on reader views from April 15, 2018, if this rate was sustained, ByDanJohnson.com would generate substantially more than a million views per year. While AOPA’s leading magazine, Pilot, may generate this many views in only a month or two, ByDanJohnson.com enjoys the attention of readers singularly interested in the aircraft we cover. No one is looking for warbirds or spam cans here.

Sun ‘n Fun 2018 is done. The show actually closed early at about 1 PM due to forecasts of severe weather. Within hours, a bustling event began to look like a ghost town. Despite the rushed finish, the event appeared to be a huge success. Reports were that it was a all-time record result for Sun ‘n Fun; we’ll wait to see the numbers to know more detail. My conversations with several vendors indicated strong sales interest and orders were taken, so customers and vendors both appear to be satisfied. I spoke to many fans at the show and our conversations demonstrate to me that light aviation is very alive and well. In fact, I see this as one of the most invigorated periods in recent years. The interest is broad based and includes Part 103 ultralight vehicles, gyroplanes, modestly priced Special LSA, and top-line LSA models. On the kit side, interest also appears strong enough that backlogs are growing.

Newest SLSA (#145) Is Evolution Trikes’ Revolt

By Dan Johnson || 8 Comments

Evolution's Revolt two-seat trike. The newest model from the Florida builder fits between Revo and Rev.

The newest SLSA on our List is a weight-shift control aircraft from Evolution Trikes, the folks who put the trike world on a pedestal with their remarkably deluxe and superbly finished Revo (see our Video Pilot Report of Revo and Part 2). Following that BMW of trikes (Revo) Evolution released Rev, a Part 103-capable single seat trike. A year ago, the company debuted a new model, called Revolt. In less than a year, this model went from pre-flying debut to a fully ASTM-compliant aircraft. Evolution, lead by Larry Mednick, started ASTM work in June 2017. Testing was completed by December 15, 2017 and they felt ready for an FAA inspector but it took time to arrange a visit from an agency. In the case of any new model, FAA in Washington, DC can choose to require an official, full-blown audit, meaning three or four full days' work by three or four FAA staffers. Illustrating that (1) the industry has matured and now does ASTM compliance work well, and (2) that Evolution has done their job well, FAA decided no full audit was needed. Instead they sent someone from FAA's Orlando, Florida MIDO* office.

(L-R) Amy Saunders, Larry Mednick, FAA's Tom Hayden, and Dan Saunders.

FAA sent Tom Hayden from Orlando's MIDO. Experienced FAA auditors Terry Chasteen and Bob Franklin gave Tom the go-ahead to do this himself. Hayden spent about five hours at Evolution, said Larry. He looked at required documentation (maintenance manuals, quality program, and more) to find everything in order thanks partly to Evolution's successful FAA audit of Revo two years ago. This is a great example how good, dedicated work by LSA builders pays off when they introduce new models. Remarkably, FAA had no findings and therefore no corrections were needed. This is admirable. Normally, any company will slip up on some minor point or two (perhaps easily corrected) but it's fairly rare for a company to get a clean bill of health immediately. Amy Saunders, a key member of the Evolution team explained, "We prepared for a full audit." That kind of good preparation clearly paid off.

Not Their First (Audit) Rodeo

Evolution was not only prepared but had qualified help. Dan Saunders aided Larry and Amy as they got ready for the inspection. Dan has already earned his credentials as he worked with Abid Farooqui of SilverLight when Progressive Aerodyne underwent a full audit for their Searey amphibious LSA. They had some minor findings but all were addressed before FAA left so Searey was accepted that day. FAA big shots still refer to this achievement as a first proving that Dan and Abid know their stuff. It further shows an industry that now well understands how ASTM compliance works. Dan was involved with using Solid Works engineering software to prepare Revolt. He was also brought in for the audit of Revo but has been involved since the beginning of Revolt. "He set up all the testing (drop tests, etc.) and certifications plus he reviewed all our documents," said Larry.

Larry Mednick debuted the Revolt at last year's (2017) Sun 'n Fun to a crowd of news reporters and interested persons.

Evolution was so sure they had this nailed — correctly as it turned out — that the Zephyr Hills airport-based Evolution has already built 10 Revolt aircraft. "We were certain we had done it correctly," observed Larry. "From debut to test flying to FAA approval took only about one year," added Larry. "We had remarkably few changes to the aircraft though we've added a few options that were not shown at 2017 Sun 'n Fun." Amy did the production test flight as required, flying in winds gusting 16 knots. For a weight shift aircraft, this can demand good skills yet Amy rose to the task. Read more about Revolt here, priced beginning at $45,900. Even better, come to Sun 'n Fun 2018 and see the fully approved model, as shown in the nearby photos. Hearty congratulations to Team Evolution for a job well done!

* MIDO is Manufacturing Inspections District Office

 

The newest SLSA on our List is a weight-shift control aircraft from Evolution Trikes, the folks who put the trike world on a pedestal with their remarkably deluxe and superbly finished Revo (see our Video Pilot Report of Revo and Part 2). Following that BMW of trikes (Revo) Evolution released Rev, a Part 103-capable single seat trike. A year ago, the company debuted a new model, called Revolt. In less than a year, this model went from pre-flying debut to a fully ASTM-compliant aircraft. Evolution, lead by Larry Mednick, started ASTM work in June 2017. Testing was completed by December 15, 2017 and they felt ready for an FAA inspector but it took time to arrange a visit from an agency. In the case of any new model, FAA in Washington, DC can choose to require an official, full-blown audit, meaning three or four full days’ work by three or four FAA staffers.

DeLand is Approaching… Video Deluge Brings Attention to Exhibitors You Will See

By Dan Johnson || Leave a Comment

My video partner must be working around the clock as he prepared a blizzard of videos for release starting November 1st. As you see in the list below, 20 videos will soon be available. I hope you'll enjoy them. Besides giving you info on various aircraft to see at the event, we hope to encourage you to attend DeLand #2. Videos are great and in them we try to ask the questions you would ask and to show you things you'd look for if you attended. Good as videos are, nothing substitutes for you being present to ask and look yourself. I hope you can. Videoman Dave and I will be on-site all three days of the event. We will likely be a blur in motion dashing from one fetching aircraft vendor to another to gather more article material and video interviews. We also hope to record more Video Pilot Reports, as we did last year.

Mark Your Calendar… Videos: November 1st — Show: 2nd-3rd-4th

According to a local newspaper, "More than 6,000 people are expected on the DeLand Municipal Airport Thursday, November 2 through Saturday, the 4th, to inspect more than 100 aircraft." The reporter went on to say that DeLand expects to "top the 1,000 flight operations recorded last year." Hours all three days are 9 AM to 5 PM. General admission for adults costs $20 each day, or $40 for a three-day pass. Lower prices are available for youth aged 11-17 and kids under 10 get in free. The entrance and free parking for DeLand Showcase are off Industrial Way on the northwest side of the airport. Here's the posting schedule for the gusher of videos you can watch. All these aircraft are expected at DeLand.

  1. Photo courtesy Tecnam by Philip Whiteman

    Nov. 1, 2017 5 a.m. Tecnam Astore — Tecnam's low wing update that celebrated the 65th anniversary of this leading Light-Sport Aircraft producer from Italy. Tecnam is likely the world's leading producer of these aircraft and Astore is one of their newest. https://youtu.be/oTaWXgnZHUs
  2. Nov. 1, 2017 6 a.m. Zenith Aircraft — The 25-year-old kit company's CH 750 Cruzer is the speedier version of their ever-popular CH-701 and CH-750 models sometimes referred to as the Sky Jeep. It may not be shapeliest light aircraft but it can get out of the shortest airstrips. https://youtu.be/ioPY_PnMbMw
  3. Nov. 1, 2017 7 a.m. Aeroprakt A22 — From Ukraine comes one of the great bargains in light aviation with prices well below $100,000. The aircraft is also obvious for its major use of clear panels that assure wonderful visibility. Take the yoke and see for yourself. https://youtu.be/3qhbxWFdCFA
  4. Nov. 1, 2017 8 a.m. Aerotrek A220 A240 — The steady-Eddie of the LSA segment may be Aerotrek run by the ever-affable Rob Rollison. Through up years and down, Rob sells Aerotrek tricycles or taildraggers on a sane, predictable schedule that buyers appear to prefer. https://youtu.be/7ISH7ZqM4-Y
  5. Nov. 1, 2017 9 a.m. AutoGyro USA — One class of aircraft buys more Rotax 9-series engine than any other and by a good margin. That class is gyroplanes and AutoGyro is the largest producer. Now, Andy Wall is bringing the brand to America with a fresh, new look. https://youtu.be/2EUgcO5e5jg
  6. Nov. 1, 2017 10 a.m. Beringer Wheels and Brakes — Everyone likes get up and go but at the end of a flight you have to get down and stop. Beringer has leading expertise in abundance and offers beautiful, versatile systems to help you roll and brake smoothly. https://youtu.be/E7nVrcl2kz8
  7. Nov. 1, 2017 11 a.m. Ekolot Topaz — If Topaz has not caught your eye yet, you are in for a visual treat. Ekolot's smooth composite Topaz is as nicely appointed as they come and flies pleasantly to boot. Here's one that deserves your attention. https://youtu.be/c5tzmyiUgDE
  8. Nov. 1, 2017 12 p.m. Evektor Harmony — Harmony follows Evektor's SportStar, which will always enjoy the distinction as the very first Light-Sport Aircraft to win FAA acceptance. Harmony takes the highly evolved SportStar to a whole new altitude as one of the sector's best engineered aircraft. https://youtu.be/WtptDzfjx5o
  9. Nov. 1, 2017 1 p.m. Flight Design CTLS — For nearly every year Light-Sport Aircraft have been for sale, Flight Design's CT-series has lead the sales rankings and for good reason. It's fast, roomy, clean and smooth, and superbly equipped. At DeLand 2017, come meet the new group managing this venerable brand. https://youtu.be/wPpd6nuZ7YE
  10. Nov. 1, 2017 2 p.m. Groppo Trail — A lot of handsome airplanes originate in Italy, known for its stylish invention. Groppo's Trail is more the rough-and-ready version able to take on less improved airstrips. Now it's available in tricycle gear or taildragger form. https://youtu.be/6qZKtIkF0vQ

  11. Photo courtesy Just Aircraft by Wayne Whitley

    Nov. 1, 2017 3 p.m. Just Aircraft SuperSTOL — Just Aircraft was already well known for their popular Highlander but when designer Troy Woodland sharply upped the ante with SuperSTOL, eyes at airshows everywhere turned to watch this outstanding performer. Seeing is believing. https://youtu.be/bQFoznvOO_k
  12. Nov. 1, 2017 4 p.m. KitFox Light Sport Aircraft — One the industry's most familiar shapes is that of Kitfox, whose several models bear the original appearance even as the current company continues to refine and improve their models. Their airshow models are always superlatively finished. https://youtu.be/Gs2FUw0UsAg
  13. Nov. 1, 2017 5 p.m. SuperPetrel LS — This is one you tend not to forget as it is a very rare biplane seaplane. While it may have a unique look, it works as well on water as any light seaplane model I have flown. The Brazilian company has a base in Florida, not far from DeLand. https://youtu.be/Si2hkU_CwE8
  14. Nov. 1, 2017 6 p.m. Pipistrel Alpha — This Slovenian company is known for their smooth, slender (and long) winged models made entirely of composite structures. Alpha is their most affordable model and you should look it over carefully. https://youtu.be/litphoYQLOc
  15. Nov. 1, 2017 7 p.m. Powrachute Powered Parachute — Powered parachutes offer one of the best viewing platforms in all of light aviation. They are also easy to fly and have the lowest hourly requirement to get a Sport Pilot license. Powrachute is the biggest supplier and their models warrant careful examination. https://youtu.be/Rg42_i3EcEU
  16. Nov. 1, 2017 8 p.m. Progressive Aerodyne SeaRey — We enjoy several great LSA seaplanes but only one boasts a long track record with a large fleet and that is Searey. Made in kit form only for years, you can now buy one ready-to-fly. Searey is made near DeLand in Tavares, Florida ...right on a lake, of course. https://youtu.be/7O7t1nJGPxo
  17. Nov. 1, 2017 9 p.m. REV Part 103 Legal Ultralight Trike — Among trikes available, the most deluxe and finished model is Revo from Evolution Trikes. However, this Florida company also made the fabulous Part 103 Rev for those on a budget or just look for solo fun in a well-made trike. https://youtu.be/oMK8myarZ94
  18. Nov. 1, 2017 10 p.m. RV-12 light sport — From the world's largest producer of kit aircraft, Van's Aircraft can now offer a fully built Special LSA RV-12 version through a collaboration with longtime kit-building partner, Synergy Air. Most RV-12s have been sold as kits, at which Van's is deeply experienced. https://youtu.be/PwX8FbTWdNc
  19. Nov. 1, 2017 11 p.m. Sling Light Sport Aircraft — The Airplane Factory-USA represents the Sling models, including the two seat LSA model and a four seat Sling 4 model that is built as a kit. Both fly wonderfully and have proven themselves uniquely by flying around the world, multiple times. https://youtu.be/3W0xzh0F7yo
  20. Nov. 1, 2017 12 p.m. SportCruiser — Known to the general aviation crowd as the PiperSport (thanks to a brand they know well), SportCruiser was before and has been since Piper's involvement a good seller under its original name. https://youtu.be/QcjW_X2v9Y0

Live! Soon! Go!

Catch all these videos anywhere you like, but even better, make plans now to attend DeLand Showcase 2017. The weather has cooled from summer heat but it should still be in the high '70s, low '80s so it should be a great time to look at airplanes and other gear. As you enjoy all these free videos, I encourage you to visit Videoman Dave's YouTube channel and click here to support the work. You can see most of these videos featuring Dan Johnson right here.

My video partner must be working around the clock as he prepared a blizzard of videos for release starting November 1st. As you see in the list below, 20 videos will soon be available. I hope you’ll enjoy them. Besides giving you info on various aircraft to see at the event, we hope to encourage you to attend DeLand #2. Videos are great and in them we try to ask the questions you would ask and to show you things you’d look for if you attended. Good as videos are, nothing substitutes for you being present to ask and look yourself. I hope you can. Videoman Dave and I will be on-site all three days of the event. We will likely be a blur in motion dashing from one fetching aircraft vendor to another to gather more article material and video interviews. We also hope to record more Video Pilot Reports, as we did last year.

China Embracing LSA and Light Aircraft with Help from ASA

By Dan Johnson || 3 Comments

Aided by a group of young Chinese, M-Squared's Paul Mather poses by one of his Light-Sport Aircraft.

One of the big hopes of the global aviation community — besides the shared wish for more young people to take up flying — is that Chinese interest in aviation grows. China has convincingly proven it can build vast numbers of bridges, apartments, railways, and all sorts of major infrastructure. Can their people develop an interest in flying? Why might this be important to Americans? To date, Chinese investors have bought all or portions of big GA companies, such as Cirrus, Mooney, Continental Motors, Glasair, and more. Yet those acquisitions do not start Chinese youth on their way to enjoy flying as Americans and Europeans do today. Real growth needs to be grassroots. Chinese leaders have staffed their airlines and their military, but from my own close-up view, the number of Chinese involved with sport or recreational flying is a very small number, microscopic compared to their immense population.

Aero Sport Association leader, Shudong Li.

One organization working to change that is Aero Sports Association, run by the tireless, ever-positive Shudong Li a former Chinese national who today lives and works in the San Francisco area. "On May 27, we have good news from Anyang," ASA reported. "The 'Anyang International Aviation City,' development project made significant progress since beginning nine years ago." ASA refers to the Annual Anyang Aviation Expo, a cultural and tourism event hosted by the city. I made my own trek to central China, to a welcoming city of more than five million citizens, to attend the same event in 2015.

Representatives from Powrachute, Evolution Trikes, M-Squared, and Blackhawk attended the Anyang 2017 show.

"ASA Exhibition Hall 2017 was a complete success," expressed Shudong. He was quick to add thanks to Aero Sports Federation of China vice chairman Li Zhengmei and ASFC service company general manager Lei Yin for their care and encouragement. "We look forward to working together in the future to jointly build ASA's 'Aviation Vocational and Technical College' for the future development of China's aviation industry." Shudong has worked long and hard to pave the way for American aircraft producers.

Why Should This Matter to You?

Many American pilots enjoying their pursuit of sport and recreational flying often express little interest in what is happening in China. That's understandable, perhaps. China is distant and the beginning of personal flying in the country seems far off. However, that may be overlooking a future value. If American producers of light aircraft want to grow, overseas sales are important. As companies like Apple and many others show, sales in China can significantly aid their bottom line. Interest in American-made products is very strong.

Anyang Mayor Wang Xinwei tries out the Evolution Trikes Revolt. Mr. Wang and others recently visited Florida to learn more about growing aviation in his city.

ASA reported that Anyang leaders "officially signed the first batch of four sports aviation manufacturers, which will be stationed in Anyang this year, in the economic and technological development zone." Shudong added that Anyang City and ASA have agreed to set up another six overseas sports aviation manufacturers next year. "ASA's 'Anyang International Aviation City' industrial development has laid a solid foundation, and the whole project is ready to go." Revo producer Evolution Trikes, basic LSA builder M-Squared, powered parachute leader Powrachute along with powered paraglider manufacturer Blackhawk Paramotors USA made the long trip to Anyang to show their products. For M-Squared and Blackhawk this was at least their second trip If these companies and more to follow are successful at selling into China one day, that will help their business so they can create new and better aircraft that Americans (and Chinese) can buy. China may be distant but it could help red-blooded Americans get more of what they want. That seems a good thing, so thanks to ASA and Shudong for their ongoing efforts to crack open this important foreign market. More info: M-Squared Aircraft • Powrachute • Blackhawk Paramotors

One of the big hopes of the global aviation community — besides the shared wish for more young people to take up flying — is that Chinese interest in aviation grows. China has convincingly proven it can build vast numbers of bridges, apartments, railways, and all sorts of major infrastructure. Can their people develop an interest in flying? Why might this be important to Americans? To date, Chinese investors have bought all or portions of big GA companies, such as Cirrus, Mooney, Continental Motors, Glasair, and more. Yet those acquisitions do not start Chinese youth on their way to enjoy flying as Americans and Europeans do today. Real growth needs to be grassroots. Chinese leaders have staffed their airlines and their military, but from my own close-up view, the number of Chinese involved with sport or recreational flying is a very small number, microscopic compared to their immense population. One organization working to change that is Aero Sports Association, run by the tireless, ever-positive Shudong Li a former Chinese national who today lives and works in the San Francisco area.

Light-Sport, Light Kit Aircraft and Ultralights at Sun ‘n Fun 2017

By Dan Johnson || 2 Comments

The big show at Lakeland, Florida is open and happening. Today (Tuesday April 4th) is opening day; the event runs through Sunday, April 9th. Along with Videoman Dave, we've already starting making the rounds and we've found plenty to see. As you see in the photos, Evolution Trikes made a dramatic announcement of a new weight shift trike model called Revolt. In communications, they've spelled it RevoLT, which you could interpret to mean Revo (their super deluxe model) Light. Yet it's probably more correct to call it a different Revo without the fancy pants but with some cool new features. Among them, Revolt has giant tundra tires not often seen on trikes. Paired with that long shock absorber legs worthy of a SuperSTOL or Outback Shock. Like their lower priced single seater, Rev, Revolt does away with the forward strut, sometimes called a compression strut, which leaves both occupants but particularly the front occupant or solo pilot with an enormous unobstructed view. Revolt used power from the Rotax 912, which combined with an 18.7 gallon fuel tank, will provide a long range or at least plenty of local flying without refueling. The example showed at Sun 'n Fun had a 6-blade e-prop and ballistic parachute. The latter are optional extras by lead designer Larry Mednick (photo) explained that not many options were anticipated for the new model. It is aggressively priced — specifically to address those who found Revo a tad pricey — at $39,990 with the Rotax 582 engine, $49,990 with the 80-horsepower Rotax 912, or $52,990 for the 100 horsepower variant. This is tens of thousands less than a loaded Revo but the fun factor looks to be highly competitive. Look for more in a video interview to follow. Other stories we'll be following include the following but this list is hardly complete. Stay tuned for more fun in the sun in Lakeland. Here are a few aircraft and developments we're tracking (more will follow when we discover them):
  • Seamax back in the U.S. market
  • Glasair Merlin’s first appearance
  • Aerolite in kit form with lower prices
  • Bearcat showing a new model
  • Magnum parachutes has a new owner

The big show at Lakeland, Florida is open and happening. Today (Tuesday April 4th) is opening day; the event runs through Sunday, April 9th. Along with Videoman Dave, we’ve already starting making the rounds and we’ve found plenty to see. As you see in the photos, Evolution Trikes made a dramatic announcement of a new weight shift trike model called Revolt. In communications, they’ve spelled it RevoLT, which you could interpret to mean Revo (their super deluxe model) Light. Yet it’s probably more correct to call it a different Revo without the fancy pants but with some cool new features. Among them, Revolt has giant tundra tires not often seen on trikes. Paired with that long shock absorber legs worthy of a SuperSTOL or Outback Shock. Like their lower priced single seater, Rev, Revolt does away with the forward strut, sometimes called a compression strut, which leaves both occupants but particularly the front occupant or solo pilot with an enormous unobstructed view.

Evolution Trikes — Rev 2 of 2 (2015)

By Dan Johnson || 2 Comments

If you saw Part 1 on the Evolution Trikes Rev, you saw it assembled from trailer form to flight form in a few minutes. In this video, main developer Larry Mednick tells us more about his slick new single seater that sells for a mere $17,900 (base price, though many options can be added). Rev can make Part 103 in its basic form when equipped with a parachute, which it was. Get the whole scoop here.

If you saw Part 1 on the Evolution Trikes Rev, you saw it assembled from trailer form to flight form in a few minutes. In this video, main developer Larry Mednick tells us more about his slick new single seater that sells for a mere $17,900 (base price, though many options can be added). Rev can make Part 103 in its basic form when equipped with a parachute, which it was. Get the whole scoop here.

Evolution Trikes — Rev 1 of 2 (2015)

By Dan Johnson || Leave a Comment

The people behind the very impressive two seat deluxe trike called Revo introduced their first single seater called Rev. In this video, the first of a two part effort, we see developer Larry Mednick and his father Phil assemble the airplane from trailerable form to ready to fly in a claimed six minutes; you can watch and time for your self to see how transformative this is. Then see Part 2 for more details.

The people behind the very impressive two seat deluxe trike called Revo introduced their first single seater called Rev. In this video, the first of a two part effort, we see developer Larry Mednick and his father Phil assemble the airplane from trailerable form to ready to fly in a claimed six minutes; you can watch and time for your self to see how transformative this is. Then see Part 2 for more details.

Evolution Trikes — Revo VPR (Part 2 – details)

By Dan Johnson || Leave a Comment

In this somewhat shorter video, Part 2 of 2 for our Evolution Trikes Revo Video Pilot Report (VPR), Dan shows you many of the well-considered details for their most deluxe trike. Evolution also makes a far lower cost, simpler trike called Rev (video also available here on ByDanJohnson.com). Besides Dan's comment we bring in developer Larry Mednick to explain Revo's very sophisticated in-flight pitch trim. We also review costs and various ways you can buy Revo. TRT: 16 minutes

In this somewhat shorter video, Part 2 of 2 for our Evolution Trikes Revo Video Pilot Report (VPR), Dan shows you many of the well-considered details for their most deluxe trike. Evolution also makes a far lower cost, simpler trike called Rev (video also available here on ByDanJohnson.com). Besides Dan’s comment we bring in developer Larry Mednick to explain Revo’s very sophisticated in-flight pitch trim. We also review costs and various ways you can buy Revo. TRT: 16 minutes

Evolution Trikes — Revo VPR (Part 1 – in flight)

By Dan Johnson || 2 Comments

Come on along as we fly the most deluxe trike you can buy. This is the Evolution Trikes Revo and it is really something. Aloft with designer and trike pilot extraordinare, Larry Mednick, he offers instruction -- as we prefer so you experience what it might be like to fly an aircraft you may never have flown. "Trike" is a generic abbreviation for weight shift aircraft. This one is a Special LSA version and it can blaze along faster than 100 mph. Don't believe that? Join us as we prove the point. TRT: 29 minutes (Part 1 of 2)

Come on along as we fly the most deluxe trike you can buy. This is the Evolution Trikes Revo and it is really something. Aloft with designer and trike pilot extraordinare, Larry Mednick, he offers instruction — as we prefer so you experience what it might be like to fly an aircraft you may never have flown. “Trike” is a generic abbreviation for weight shift aircraft. This one is a Special LSA version and it can blaze along faster than 100 mph. Don’t believe that? Join us as we prove the point. TRT: 29 minutes (Part 1 of 2)

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