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Flight Design USA

Website: http://www.flightdesignusa.com/

Email: fstar@rcn.com

Phone: (860) 963-7272

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5 LSA Brands — High Wing Composite

By Dan Johnson || 2 Comments

At the Midwest LSA Expo 2010, we started something new using multiple aircraft and offering their differences and similarities. Here we look at five composite high wing LSA: Sirius TL-3000; Jabiru J-230; CTLS; FK-9 Mark IV; and Navigator 600. If you're in the market for a high wing, this video may help show your choices and help you make a purchase decision.

At the Midwest LSA Expo 2010, we started something new using multiple aircraft and offering their differences and similarities. Here we look at five composite high wing LSA: Sirius TL-3000; Jabiru J-230; CTLS; FK-9 Mark IV; and Navigator 600. If you’re in the market for a high wing, this video may help show your choices and help you make a purchase decision.

Flight Design — CTsw

By Dan Johnson || 2 Comments

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

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

Pilots and Manufacturers… Help Rescuers Help You

By Dan Johnson || Leave a Comment

HYPOTHETICAL SCENARIO — You crash landed your airplane at an airport. You are unconscious inside. Emergency crews race to assist but they are worried about your airplane having a powerful rocket motor that might injure them as they try to extricate you. What do you do? More advisably, what should you have already done?

ER_1_OUTSIDE COVER PAGE Plenty of smart aviators and nearly every salesperson will tell you safety doesn't sell. Pilots buy performance, range, sleek lines, comfort, and the latest instrumentation. Most take for granted that the aircraft is well-built and designed with stable characteristics and reliable systems. No matter their ultimate value, safety systems simply aren't sexy.

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

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

ER_1_OUTSIDE COVER PAGE Recently a longtime friend and aviation business associate, Tom Peghiny alerted me to a request from Keith Leonhardt, the manager of operations and maintenance at Massachusetts' Hanscom Field airport. He wrote, "As an airport operator, we often provide our ARFF (Aircraft Rescue & Fire Fighting) crews with 'crash crew' charts for the type aircraft that are based at our airport." He asked Tom, the North American importer of CTs, "Would you happen to have any documentation that shows fuel capacity, battery location and BRS location for your fleet, particularly the CTLSi? We would like to use those documents to train on the Flight Design aircraft based at our airport." Keith was asking about documents like those accompanying this article.

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

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

ER_1_OUTSIDE COVER PAGE Look. Here's why this otherwise rather mundane topic might be vitally important. A few years ago, I was one of the people described at the top of this article except the scenario was not hypothetical. See these two reports if interested: my accident and some reasons. BTW, that happened about 10 years ago. I'm doing fine and flying as often as possible. Kudos to the doctors and others in the health care industry.

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

Here's the valuable message:

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

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

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

Flight Design USA Forges Ahead with CTLSi

By Dan Johnson || Leave a Comment

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

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

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

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

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

First Flight of Flight Design’s Four Seat C4

By Dan Johnson || 1 Comment

all photos and video courtesy of Flight Design

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

Aero 2015 is open! The halls are full of shiny airplanes displayed with the usual European sense of style and panache. Visitors are backed up at the entry gates awaiting the official opening time. (We sneaky media journalists are allowed in earlier to get photos and begin interviews with vendors.) It is a great event, for Europe and for aviation. I already have some airplanes in mind for reporting, both brand-new designs and the sort you never see in the USA. I will aim to prepare coverage of some of them and report as soon as time permits. Yet first, I want to talk about a project that is equally exciting. I refer to the Flight Design project aimed at the general aviation world, that is, of airplanes with more seats than allowed in the LSA space … in addition to more speed, more weight, and other capabilities.

Germany’s Top 10 Ultralights by Aerokurier

By Dan Johnson || 8 Comments

Much of what we hear and know about airplane populations is centered on America. Yet in the world of sport and recreational aviation, the rest of the world equates to at least a 1:1 relationship, that is, for every American aircraft flying, many experts agree another flies internationally. It may be more significant than that ... consider Germany. In mid-August, our friends at Aerokurier, Germany's leading aviation magazine, assembled an article about the top 10 ultralights in that country. A European ultralight, as you may know, is not the same as an American ultralight that is today limited to a single seat and no more than 254 pounds of empty weight. In Germany and elsewhere around the European Union, "ultralight" refers to an airplane much like a U.S. Light-Sport but limited in weight to 472.5 kilograms or 1,041 pounds. Originally the weight limit had been 450 kilograms or 992 pounds but because emergency airframe parachutes are mandatory in Germany the weight was increased a few years ago to cover this component. In the following article, we present Aerokurier's article translated by computer and edited for English readers. Any errors from the original are ours. Following Aerokurier's description is our added commentary. We hope you enjoy this glance at the very active sport flying community in Germany. We'll do this in style of TV host David Letterman's Top-10, starting with #10 and working up to #1. According to sanctioned organizations (DaEC & DULV) tasked with administrating and registering ultralights in Germany, 2,257 airplanes comprise the country's Top-10. This number is equivalent to our market share charts that show entire fleet size over the life of the category. The numbers below do not describe annual sales. #10 — Evektor Eurostar (94 flying) — Built by Evektor in Kunovice, Czech Republic, Eurostar is a versatile all-metal low-wing aircraft recommended for travel, training, and towing. Regular model updates ensure that the Eurostar does not look old today. Under the model name Sportstar RTC, the aircraft is also available as EASA-certified LSA [under EU rules called CS-LSA]. |||| Americans know Sportstar and now Harmony as a leading LSA company ranked at #9. Sportstar was the very first LSA to win FAA acceptance back in 2005. This highly refined aircraft has worked well as a trainer and a cross country traveler. #9 — AeroSpool Dynamic (97 flying) — It's fast and belongs to the ultralight beauties at the sky. Built in Slovakia WT9 Dynamic is the epitome of a sporty composite low-wing monoplane. Capable of more than 200 km/h (125 mph) it excels at cross country flying, is comfortable, and can even tow gliders. Dynamic's flight characteristics are exemplary processing. |||| Dynamic in fixed gear form has some U.S. models flying but after Sport Aircraft Works left the business sales slowed to a stop and it never entered the Top-20 of the American LSA market. #8 — P92 (147 flying) — Tecnam supplies the P92, a real bestseller. The all-metal high wing is offered in several variants [including floatplane and taildragger]. These products range from the spartan-equipped light version for schools and clubs through to one fitted for luxurious airplane travel. One thing they all have in common: their flight characteristics are perfectly smooth and its structure is considered indestructible. |||| Italian giant Tecnam has sold P92 for 25 years and has examples all over the world. The company, with multiple LSA accepted by FAA, is ranked #6 in the American LSA market though that does not include their certified Twin that uses a pair of Rotax 912s. In early 2014, Tecnam opened a facility in Sebring, Florida along with an customer-friendly deposit program (only 10% due until delivery is ready) that seems sure to increase their market position. #7 — Kiebitz (151 flying) — The biplane from designer Michael Platzer has a huge following in Germany. Hardly any other ultralight gives so much fun flying in an open cockpit. To win this jewel, owners must either build it or seek one from the used market. Only plans and individual parts are offered, however, for many the effort is worthwhile. |||| Kiebitz has no U.S. market presence yet given the interest in vintage designs like the many Cubalikes, perhaps some interest can develop. On the other hand, Americans already have many choices in the world of homebuilt vintage aircraft so we may never see a Kiebitz in the USA. #6 — Remos GX (166 flying) — Remos Aircraft started in the mid-1990s with the introduction of its composite high wing G-3 that became popular with many ultralight pilots. Professionally produced and easy to fly this ultralight earned an excellent reputation in the industry. Several years ago, the company offered an updated GX version, which was proceeding toward European LSA approval [a more complicated and costly process than in the USA]. After a difficult time in recent years, production restarted in 2013. |||| Even after stalling badly following a tremendous promotional push, Remos still owns the #7 spot in the American LSA ranking, although reports of added financial challenge continue to dog the company. The airplane was marketed more heavily than any other LSA brand and won many happy customers. #5 — FK 9 (202 flying) — With the FK 9 Peter and his father Otto Funk [who died in 2014] presented their first FK 9 at Aero 1989 as one of the first "cabin class" ultralights replacing earlier aircraft that were far more basic. Today, the high wing is a model of success that is enjoys great popularity with many clubs and flight schools in Germany. New model innovations ensure continued success in the market. Older models are on the second hand market remain extremely popular. Today, the aircraft is built by FK-Lightplanes in Poland. |||| FK 9 enjoys market presence and current representation by Hansen Air Group in the USA. Another popular model from this company is the folding-biwing aerobat, FK 12 Comet, and coming from FK Lightplanes and Hansen will be a rather fantastic 70% replica of the P-51 Mustang (video) that you have to see to believe; the detail work is simply amazing. #4 — C22 (229 flying) — Germany's ultralight classic C22 has a loyal following to this day. Since the 1980s the model has stayed on the market and many still authorized aircraft remain active. From today's perspective, flight characteristics and comfort may seem rather spartan, but real ultralight fans love the original flying with the proven tube & Dacron construction from Comco Ikarus based in the south of Germany. [Note that Comco Ikarus also owns the #1 position in the market making this company Germany's clear leader after many years.] |||| No C22s are flying in the USA, nor has the German market leading C42 found many customers. The C22 is very similar to the Flightstar line popular for years in the USA and this entry in Germany's Top-10 listing is the only one faintly resembling what Yankees think of as an American ultralight. No attempt has been made to enter the U.S. with C22 and it probably would not succeed as we have a number of roughly comparable models. #3 — CTLS (243 flying) — From generation to generation the CT series from Flight Design has become better. This cantilevered high wing, all-composite monoplane has established itself as a mature aircraft for travel, training, and glider towing. Thanks to the extra wide cabin and large fuel tanks, lengthy cross country flights are a pleasure. In both USA and in Europe as an EASA-certified holder of a Restricted Type Certificate (RTC), CT is a successful LSA with 600 kg (1,320 pound) maximum gross weight. |||| You know this one in the USA as the longtime and always market leader. Since the beginning of LSA in 2004, Flight Design's CT2K, CTSW, CTLS, and CTLSi have held the largest single market share, currently ranked #1 with 359 in our most recent market share report. At #3 in Germany and #1 in the USA plus a growing presence in China, the company enjoys a strong position. #2 — MTO Sport (346 flying) — This gyroplane is a case of the right product at the right time. In 2004, when the first MT-03 was first built, CEO Otmar Birkner had no idea he would trigger a surprising boom with gyroplanes. Many pilots love to be in the open cockpit feel the wind in your hair and to experience the flying dynamics of an autogyro. Today AutoGyro from the north of Germany is the world's leader in the gyro business. The MT-03 and its successor MTO Sport end up together in second place in Germany's registration statistics. |||| AutoGyro and other gyro providers operate in America but as FAA cannot seem to overcome their own rules, these popular planes must be built as Experimental Amateur Built (the 51% rule). If FAA ever catches up with the trend, look for more gyros to be flying as Americans seems to like the fully enclosed two seaters in tandem and side by side form. Rotax reports that gyroplanes are the #1 buyers of Rotax 912 of any aircraft type in the world. #1 — C42 (582 flying) — Germany's most popular ultralight comes from the south of Germany. C42 by Comco Ikarus secures first place with 582 licensed copies of this tube & Dacron, high wing monoplane. It has been refined repeatedly over the years and currently the manufacturer produces three versions: C42A, C42B and C42C. The aircraft is very easy to use and is widely used by flying clubs and their flight schools. |||| The clear king of ultralights in Germany has 70% more aircraft registered than the number two producer and represents more than 25% of Germany's Top-10, a stronger position than even the top two U.S. LSA producers put together. While Comco Ikarus has attempted to gain an American foothold, exhibiting at big events such as AirVenture in past years, the company has never found either the right representation nor market reception, though admittedly the U.S. market is crowded with great competition for customer attention. As you can see, the Germany and American markets have their differences but also enjoy great similarity. Germany is one of the very strongest light aircraft markets outside the U.S., trailed in approximate order by the Czech Republic, France, Britain, Spain, Italy and others. The American market remains the world's largest for light aircraft of all types, but in the world of sport and recreation is closely trailed by other countries.

Much of what we hear and know about airplane populations is centered on America. Yet in the world of sport and recreational aviation, the rest of the world equates to at least a 1:1 relationship, that is, for every American aircraft flying, many experts agree another flies internationally. It may be more significant than that … consider Germany. In mid-August, our friends at Aerokurier, Germany’s leading aviation magazine, assembled an article about the top 10 ultralights in that country. A European ultralight, as you may know, is not the same as an American ultralight that is today limited to a single seat and no more than 254 pounds of empty weight. In Germany and elsewhere around the European Union, “ultralight” refers to an airplane much like a U.S. Light-Sport but limited in weight to 472.5 kilograms or 1,041 pounds. Originally the weight limit had been 450 kilograms or 992 pounds but because emergency airframe parachutes are mandatory in Germany the weight was increased a few years ago to cover this component.

Crumple Zones Coming to Light Aircraft

By Dan Johnson || Leave a Comment

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

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

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

For more than 100 years, cars have had accidents and if they were severe enough, the results were poor (photo). This was long before seat belts, airbags, breakaway steering columns, padded dashboards, and many other features we take for granted today. It was also before the concept of crumple zones. Typically, crumple zones are located in the front part of the vehicle to absorb the impact of a head-on collision because 65% of crashes are frontal impacts, according to a British study. Crumple zones accomplish two safety goals: They reduce the initial force of the crash; and they redistribute the force before it reaches the vehicle’s occupants.This idea has been around more than 60 years and has become standard in the modern era of passenger car design. One of the first examples of crumple zone research is coming from Mercedes-Benz in the mid-1950s, so perhaps it is fitting that some of the first crumple zone technology to be applied to light aircraft has the sponsorship of the German government along with German industry players.

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

By Dan Johnson || 2 Comments

The Airplane Factory is flying the Sling 4.

Flight Design will fly its C4 this summer.

Tecnam is progressing fast with the P2010; it has been flying for months.

Alpi Aviation offered their Century 400 with retractable gear at Aero 2014.

Slovenia'sC2P company showed their handsome One Aircraft creation at Aero.

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

Something of a stealth invasion is beginning. I refer to an emerging flock of four seat Light-Sport Aircraft. Of course, most readers are aware that no such birds exist as LSA (in the FAA’s code, anyway). By U.S. regulation Light-Sport are two seat aircraft. Other nations have some different ideas. For now, suffice it to say the “LSA 4s” — as I choose to call them for this article — are on final. In the past I’ve written about Evektor’s Cobra, one of the first in this group, arriving so early that you probably would not call it a “LSA-like” airplane. The southern Czech company enjoyed success with their SportStar and Harmony, smaller siblings to a four seater they flew several years ago. After Evektor (coincidentally also the very first LSA to be approved), we began to hear about Flight Design’s C4 modeled on their LSA market-leading CT series.

Flight Design Expands to Accommodate Growth

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

Since the beginning of Light-Sport Aircraft almost ten years ago — this summer at EAA AirVenture, the SP/LSA sector will celebrate its tenth anniversary with special functions — Flight Design has continuously led the fleet size statistics as seen in our market share charts. In recent years, along with most other LSA manufacturers, a tough global economy slowed the enterprise. However, as 2013 began to show renewed sales activity and with positive forecasts for 2014 and 2015, Flight Design and many other of the LSA “majors” have been again growing their staff, inventory, and physical facilities. Recently the German company sent photos of its new quarters in Kamenz (pronounced like “commons”) in eastern Germany almost directly north of Prague in the Czech Republic. Most senior staff moved from the company’s Stuttgart, Germany base to the new facility and the Light-Sport models including the CT series and more are now housed in a spacious hangar on an airport.

Planes, Cars, & More at Festivals of Speed

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Florida Light Sport Aviation's Brian Boucher poses by an Audi R8 parked near his CTLSi.

A SeaRey kit nearing completion shows a fantastic air-brushed paint job.

The "testosterone festival" had something to stir the soul of every attendees.

Perhaps the most arresting aircraft was "Precious Metal," a highly modified P-51 created to race in the Unlimited Class at the Reno National Championship Air Races. It arrived compliments of Kissimmee Florida's Warbird Adventures.

In silver, a Rolls Royce Thunderbolt with its flame-belching exhaust stacks and Merlin engine. ||| In carbon fiber black is the super-exotic $1.4 million Pagani Huayra.

Festivals of Speed is not your "everyman" show tour. Aimed at wealthy folks, Joe Sabatini's FoS extravaganza is quite different than the usual airshow fare. Some very distinctive aircraft drew plenty of attention ... if you could tear your eyes away from a large gathering of magnificent supercars or scores of beautiful people. The event was based at the Orlando International Airport, which meant flying a few Light-Sport Aircraft into the Class B jetport and assembling in and around the giant hangar at Galaxy Aviation FBO. Opening night was hob-nobbing with the well-to-do types that can supposedly afford the goods on display. Via silent auction, Festival of Speed also benefits charities such as Arnold Palmer Hospital For Children. For the first time, Light-Sport Aircraft were invited (and not asked to pay what surely is a steep price of entry). Representing the fleet were Progressive Aerodyne's SeaRey and Flight Design's CTLSi. Both were well received and of those well-heeled attendees with whom I visited, the surprises were that they knew about "some easier, lower-cost pilot license" and in a few cases quite a bit about LSA. It appeared that on the eve of the 10th anniversary of SP/LSA, the new FAA class has become a known quantity. Rich folks often become wealthy by watching how they spend their money and I was taken aback by how many people said they had some interest in getting the new pilot certificate. People with fatter wallets than mine were impressed and pleased to hear a pilot license could be obtained for $4,000. Clearly, it isn't just those in the middle class that celebrate a more reasonably priced point of entry. As with other non-conventional means to promote flying and doing so with Light-Sport Aircraft, shopping mall displays, appearing at boat shows or farm implement shows, and participating in high-end events like Festivals of Speed helps carry the message of flying to more folks. I think aviation needs to do a lot more of this sort of thing, especially when given the chance to do so without cost. By the end of the three hours it was only a guess as to the value of participation. Will any LSA sell as a result? Umm, probably not. Will someone take lessons toward their Sport Pilot certificate. Yes, maybe. Is it all still worthwhile? Well, it was a just a few hours of the day toward an educational effort and I think aviation needs to do more outreach of this or some sort. A hearty thanks to Jana and Gary Filip of the Sebring U.S. Sport Aviation Expo for including the LSA representatives in this event. Be sure to mark your calendars for January 16-19, 2014. We're only about six weeks away from the show that starts a new year of flying!

Festivals of Speed is not your “everyman” show tour. Aimed at wealthy folks, Joe Sabatini’s FoS extravaganza is quite different than the usual airshow fare. Some very distinctive aircraft drew plenty of attention … if you could tear your eyes away from a large gathering of magnificent supercars or scores of beautiful people. The event was based at the Orlando International Airport, which meant flying a few Light-Sport Aircraft into the Class B jetport and assembling in and around the giant hangar at Galaxy Aviation FBO. Opening night was hob-nobbing with the well-to-do types that can supposedly afford the goods on display. Via silent auction, Festival of Speed also benefits charities such as Arnold Palmer Hospital For Children. For the first time, Light-Sport Aircraft were invited (and not asked to pay what surely is a steep price of entry). Representing the fleet were Progressive Aerodyne‘s SeaRey and Flight Design‘s CTLSi.

Summer’s Coming; Cool It, Fellow Pilots!

By Dan Johnson || Leave a Comment

Hear more details in our video on the FlyCool air conditioning in CTLS.

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America's northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it's now getting hot across much of the USA. That's great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you're on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun 'n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS. US Aviation rep, Scott Severen said, "We are seeing a 20 degree drop in less than 10 minutes on a 100 degree day" The FlyCool system is a 9,500 BTU per hour, all-electric system that fits in the right side baggage area of the CTLS (photo). US Aviation will perform installations at their sprawling Denton, Texas facility. Scott also noted that they plan to offer an option to pre-cool the CTLS during pre-flight by plugging the unit in to standard 110 volt current in the hangar." The hardware swallows up half of CTLS' baggage area, but small shelves behind each seat will suffice for short trips. The cost is less than $15,000 and takes about a week, he said. "Visitors at the show who experienced the system working were quite impressed by the volume of cool air moving through the cockpit vents between the seats," observed Severen. Flycool is an innovative, lightweight, very low-power-draw air conditioning system developed by Air Management Technology of Denver, Colorado. US Aviation is a major flight school and maintenance facility in central Texas that is super LSA-friendly. US Aviation has been a Rotax Service Center for many years employing six Rotax-trained, full-time A&P mechanics. In regular efforts by Severen over the past two years, the company has become an authorized repair representative for many of the top LSA brands. Adding to their other well-known companies, US Aviation recently announced taking this duty for Bristell USA. "Bristell audited the US Aviation facility and found the capability requirements and the proper tools and equipment necessary to perform authorized service including insurance and warranty service, along with avionics and BRS service," reported Barry Pruitt, President of Bristell USA. "They understand Light-Sport Aircraft. We are proud to partner with US Aviation in creating outstanding support for our customers in the central USA." We've posted ten more LSA videos: Super Petrel LS • Bush Cat • CubCrafters on Mead Floats • Belite amphib floats • Mosquito ultralight helicopter • Fisher kits review • Golden Avio F30 • Groppo Trail & Savannah • Aerotrek durability • and, the ready-to-fly Kolb Part 103 Firefly. We have many more still to come ... all for free. Happy viewing!

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America’s northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it’s now getting hot across much of the USA. That’s great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you’re on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun ‘n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS.

Pre-Sebring 2013 LSA News Wrap

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Aerobatic champion Patty Wagstaff will perform at Sebring. Rumors suggest she's looking at LSA for a new airshow routine.

Dynon's SkyView now shows ADS-B weather and traffic.

Bristell is partnering with Aviation Access Project to offer fractional ownership.

World Aircraft will show their new, modestly-priced Vision LT at Sebring.

B.O.T.'s SC 07 Super Cruiser may be the newest SLSA (#131).

Reportedly for the first time, an FK12 Comet fired up its new Lycoming AE IO 233 powerplant.

Pipistrel's Alpha Trainer is now approved for night flight in Poland.

Bahamas anyone? Fun island hopping awaits, with sponsorship by Aviators Hot Line.

Borrow a Sennheiser S-1 Digital at Sebring. Your ears may never be the same.

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event ... with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft. Led by aerospace teacher John Rousch, the chapter also provides flight training scholarships. The fund-raising dinner will be hosted in the main hangar of Lockwood Aviation Supply. First CTLSi with ADS-B Aviators love abbreviations and one that invaded light aviation recently is ADS-B. FAA's Automatic Dependent Surveillance-Broadcast service brings two major benefits for aircraft that install new equipment: free weather and surrounding air traffic. LSA market leader Flight Design recently completed the first installation of this in one of its brand-new CTLSi models. New dealer Florida Light-Sport Aviation, based at the Spruce Creek Fly-in near Daytona Beach, has the first of what is sure to be many such installations. •• ADS-B equipment for the installation is built by Dynon Avionics, a Flight Design supply partner that also builds the SkyView digital avionics suite used in the CTLSi models. A separate hardware module was added behind the 10-inch screen and connected to an antenna on the belly of the aircraft. An ADS-B equipped aircraft uses an ordinary GPS receiver to determine a precise position from GPS satellites and then combines that position with other aircraft information such as speed, heading, and altitude. This information is broadcast to other ADS-B capable aircraft and to ADS-B ground, or satellite communications transceivers which then relay the aircraft's position and additional information to Air Traffic Control centers in real time. It is seen as the "next generation" of air traffic control and gives this information directly to pilots and controllers. Dynon Avionics said, "The new SV-ADSB-470 unit offers subscription-free weather displayed on SkyView. Airport weather data can be displayed for nearest airports or for a specific airport identifier." Dynon added, "ADS-B receives traffic information with precise location, altitude, speed, and direction from broadcast from other ADS-B equipped aircraft along with data broadcast from ADS-B ground stations, presuming the aircraft is equipped with the correct transponder." Additionally TFRs can be shown even though these are temporarily restricted areas. LSA Fractional Ownership? Aircraft partnerships are generating growing interest. Another variation on this theme is fractional ownership. In a laudatory effort to grow the sport pilot population, Aviation Access Project CEO Rick Matthews said, "Our fractional ownership and management model allows more current pilots and those who have a passion for aviation the opportunity to own a brand new highly capable Bristell for about the cost of a used car. With a monthly maintenance fee of less than half of the average new car payment, we think we can offer the pubic an unparalleled opportunity to enter or re-enter the world of aviation for a fraction of the cost they expected." AAP has selected the Bristell as an early partner but is talking to other companies as well. •• AAP isn't the only outfit pursing this idea in light aviation. Eric Giles of World Aircraft wrote, "We will be introducing our new Vision LT RTF at Sebring.  Fewer bells and whistles but just as capable. Price is $84,995." As World Aircraft Company introduces the Vision LT, they also announced a new relationship with fractional ownership company, Aviown. "They will be getting a specially prepared Spirit LT as well as offering our decked-out Spirit," said Giles. Eric also reported, "I am confirming that all manufacturing will now take place at our Paris, Tennessee facility. We have moved the Columbia operation from its factory location to an airport where we can do prototype testing. Designer Max Tedesco will concentrate on what he does best ... design." B.O.T. approved We're still waiting to see the airworthiness certificate, but understand the newest SLSA (#131) has been approved. Welcome to the B.O.T. SC 07 Super Cruiser, first seen by Americans at the AirVenture 2013 LSA Mall. SC07's fuselage is made almost entirely of carbon fiber with only a small part of the rudder made of fiberglass. The wings internal construction is made completely in carbon fibre and the skin is made in glass/foam sandwich. SC07 wings are detachable and can be removed or installed in 30 minutes by two persons. Due to the width of the cabin and high headroom, even tall pilots will feel comfortable in the SC07, which does look smaller from the outside. Seat height can be easily adapted to fit smaller persons. B.O.T. said landings are easy thanks to effective flaps that a quick decent and landing precision. Cantilevered wings make side viewing unobstructed. B.O.T. SC07 specs: Powered by the 100-hp Rotax 912 with 23 gallons of fuel on board giving a reported 650 nm range; 48-inch-wide cabin; 1,040 gross weight (European specification); 26-foot span cantilevered wings; reported 115-knot cruise with a 35-knot stall at best flaps; 390 foot takeoff roll and 520 foot landing roll. •• Renegade LSA in Missouri has been busy. While gaining approval for SC07, they also completed the long-awaited installation of a Lycoming O-233 on the FK Lightplanes FK12 Comet biplane. "This (photo) is first start of any Lycoming AE IO 233 aircraft engine in the world," claimed Renegade boss Doc' Bailey. "It started right up on December 22, 2012." Pipistrel's Alpha Night Certification Pipistrel keeps running with their well-received Atlas LSA trainer. Pipistrel reports officially flying the first European light aircraft certified for night flight in Poland. Pipistrel's CEO Ivo Boscarol said, "We are proud that our Alpha Trainer is the first light aircraft certified to fly in Poland under night-VFR conditions." He added that this gives Alpha Trainer (video) owners the possibility to continue flying during winter time's shorter days. Alpha Trainer is a low-priced composite aircraft powered by the 80-hp Rotax 912 engine. Pipistrel said it burns only 2.5 U.S. gallons per hour on a typical flight. Alpha Trainer ships in one "full-equipment" configuration, which includes radio, transponder, GPS, ballistic parachute, specially developed analog/digital instruments, extra strong landing gear, and external lights. The most popular LSA version is produced in Italy. Bahamas Fly-Out #3 As the Sebring Expo 2013 ends, once again a flock of LSA will leave in a show-closing ceremony enroute for two islands in the Bahamas. Stopping first at Grand Bahamas for two days, participants will then fly to Bimini for two days before returning to the USA entering at Fort Lauderdale. Interested to go? You can, but you need to act quickly. Check this website or register here. Borrow the Best Ever wanted to try out one the true high-end headsets to see how your ears will love you for it? Ever wished you could try such a headset in a "real" environment, not just in their booth space at one of the big airshows? Well, lucky you, fellow pilot. I've been wanting the same thing and our good sponsor Sennheiser is prepared to do precisely that for any pilot that attends Sebring 2013 and goes to the Sennheiser booth (H102). First, go book a demo flight in the LSA of your choice. Then trot right over to Sennheiser and make the request. Assuming schedules coordinate, you're good to go. I think it's a wonderful idea and I've put my name on the list. Sennheiser's S-1 Digital is one of the top headsets and I see only one problem from their plan: You might love it so much you have to buy one ... or two. Oh, darn! As I close out this pre-Sebring LSA news wrap, I have additional info on those Chinese light aircraft shown in our earlier article. I invite you to click the link and see the fuller photo captions now appearing by those aircraft. Thanks for the info to a friend at Jane's All the World's Aircraft — he appreciates what he gets from ByDanJohnson.com and offered the update in return. Thanks, Paul Jackson!

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event … with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft.

Stick Wigglers Versus Glass Panel Geeks

By Dan Johnson || Leave a Comment

Flight Design's new CTLSi. photo by James Lawrence

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

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

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

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

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

CTLSi, as in *sigh*

By James Lawrence || Leave a Comment

Fuel injection makes the CT better yet.

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

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

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

Flight Design has done a beautiful, roomier installation.

Not just another pretty face.

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

Yes, as the pics show, I did indeed take advantage of a rare, calm, beautiful, warm (for winter) day in New England to drive over to Tom Peghiny‘s Flight Design USA and take my first hop in a fuel-injected Rotax-powered LSA: the new CTLSi. Company Chief Pilot Jonathan Carter did me the honors as we went for a spin the last hour of the clear-sky, gorgeous day: no bumps, no ATC to deal with, just that good smooth, strong CT climb up and away from the company’s little paved strip in Woodstock, Connecticut. CTLSi, latest version of the industry-leading CT line (the company’s been at the front of the pack for 7 years), is noteworthy primarily for its new powerplant, which dramatically improves fuel economy, starts easier, and runs smoother. I’ll have a full flight report on the airplane in the spring issue of the magazine. But I don’t want to wait to say that for me, this is a wonderfully refined airplane and a real step forward from the version I flew four years ago when I got my Sport Pilot rating with instructor rock ‘n rollin’ CFI John Lampson (he moonlights with a popular rock band, Stealing Jupiter, in the Northeast).

iLSA & CTLSi — Much More than Fuel Injection

By Dan Johnson || Leave a Comment

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

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

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

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

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

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

Mid-November 2012 LSA News Wrap

By Dan Johnson || Leave a Comment

Michael Coates receives EAA's August Raspet award for the Pipistrel design team.

Good to Go in China Things are happening in China. "So, what's new," you say? "We've been hearing about China for months." Things may move slowly in China but this week, Airshow China is happening in the southern city of Zhuhai and my colleague, Jan Fridrich is present. He reports that some LSA are displayed including Triton's Mermaid and SC3D (based on the SportCruiser), Flight Design's CTSW, Colyaer's Freedom, and some other aircraft he is working to identify. Watch for a followup article. Triton is the new China-based factory run by Chip Erwin. ••• LSA leader CubCrafters gained Type Certificate approval in China for their Part 23-certified Top Cub. General Manager Randy Lervold said they have taken no steps with the LSA models but that they expect to pursue that in the future. Meanwhile, though the company announced the sale of two Carbon Cubs in Europe, they are taking a similarly measured approach using Permit to Fly privileges for now. "We're feeling our way along," said Randy about both China and Europe. However, he mentioned a commonly-expressed feeling among American producers that the USA opened its doors to European LSA but that restrictive regulations in other countries is less welcoming. Yes, you might bring an LSA to Europe but costly government approvals are offputting, perhaps explaining Cessna's choice of using Primary Aircraft rather than pursue EASA's particular form of LSA. Read more about private aviation in China. Jubilee Jubilation LSA market leader Flight Design is beginning to celebrate 25 years in business. To commemorate the occasion, the German company will build a special Jubilee edition of several models in a very limited series of 25 airplanes adding a personal touch, a unique equipment list, a special two-tone leather interior, including leather instrument panel treatment, and a handsome 25th Anniversary theme exterior paint design (photo) along with purchase incentives. "Each 25th Anniversary Jubilee airplane will have an upper management 'Godfather' assigned to personally monitor its build process to ensure our extraordinary level of quality is attained throughout every step and detail of manufacturing," said Flight Design CEO Matthias Betsch. America-bound models will come with the new fuel-injected Rotax 912iS engine and Dynon SkyView avionics featuring dual 10-inch displays and more. Contact the company for the complete equipment list. Happy Birthday, Flight Design! Hitting 100 and 25 Speaking of success stories... consider Pipistrel. "This really important news kind of snuck up on me as a surprise," observed U.S. representative, Michael Coates, "but I have just noticed that our multi-year cooperation with Pipistrel has resulted in selling our 100th aircraft recently!" According to Pipistrel boss Ivo Boscarol, "Michael is not just a great distributor and salesman, but also a true partner to Pipistrel through the last 15 years." He added, "We owe a large part of Pipistrel's success to Michael Coates and his entire team of local and international dealers from Australia, New Zealand and the United States of America." Michael reported selling 20 aircraft in the USA at Oshkosh 2012 and in the two months afterward, a performance any LSA producer would love to claim. As a side note, given the announcement from Flight Design, Pipistrel was organized in 1987 thus completing its 25th year in 2012. Congratulations! Troubles at the Top Even aircraft giants can have problems. Cessna issued work orders for more than 200 Skycatchers in an effort that has to cost the big Wichita company well over $300,000*. Can you imagine how that would affect a smaller company without the ability to write a six-figure check? Size has benefits, as those couple hundred customers will be professionally handled. Cessna issued a Mandatory Service Bulletin to repair problems with the wing structure of the first 228 Skycatchers delivered. Mechanics must add a rib and other reinforcement at the wing/fuselage junction where Cessna found some cracking on its factory evaluation aircraft. The action does not ground the airplanes; indeed, the work only has to be done at the next 100-hour or annual inspection. However, this is a big modification. Skin on the Skycatchers' leading edge must be removed and replaced and new parts must be installed in the wing structure. Cessna says it will take about 32 hours to make the upgrade and the company will pay for the work. Skycatcher serial numbers 002 to 229 are affected. * Roughly $300K is calculated at 32 hours each at a minimum of $40 per mechanic hour for $1,280 each times 228 Skycatchers. Ouch! YouTube LSA Sensation Thanks to some new measuring tools from Google, the owner of YouTube, video channel Ultralight News reported some big numbers: 5,000,000+ and 13,777,529. The first is views of the channel's videos on YouTube, on which I am honored to collaborate (and you can see those on our LSA Videos page). The bigger number is minutes watched! Making this all the more amazing is that the minutes count only started on September 1st, just nine weeks ago. No matter how you tally it up it, that's nearly 230,000 hours of watching light aircraft fly on the world's number three website in barely more than two months! That sums to more than 3,000 hours per day... representing a lot of attention to recreational aircraft. Go, Ultralight News channel! You can support this work of video outreach by subscribing at The Light Sport and Ultralight Flyer. Worthy Video In closing and speaking of video, I watched an encouraging interview of new EAA Chairman and CEO Jack Pelton done by Jim Campbell of Aero-News.net at the recently concluded NBAA convention. In his usual style, Jim asked a few tough questions and got solid responses from a clearly relaxed and ready man who once ran Cessna. As everyone in aviation knows by now, the Oshkosh member organization has seen major turmoil with the abrupt departures of longtime president Tom Poberezny and short time president Rod Hightower. Many hope Pelton can bring some calm and this video appears to show he's up to the task. Take a watch for yourself.

Good to Go in China Things are happening in China. “So, what’s new,” you say? “We’ve been hearing about China for months.” Things may move slowly in China but this week, Airshow China is happening in the southern city of Zhuhai and my colleague, Jan Fridrich is present. He reports that some LSA are displayed including Triton’s Mermaid and SC3D (based on the SportCruiser), Flight Design’s CTSW, Colyaer’s Freedom, and some other aircraft he is working to identify. Watch for a followup article. Triton is the new China-based factory run by Chip Erwin. ••• LSA leader CubCrafters gained Type Certificate approval in China for their Part 23-certified Top Cub. General Manager Randy Lervold said they have taken no steps with the LSA models but that they expect to pursue that in the future. Meanwhile, though the company announced the sale of two Carbon Cubs in Europe, they are taking a similarly measured approach using Permit to Fly privileges for now.

Light-Sport Aircraft… at Home and Abroad

By Dan Johnson || Leave a Comment

Tecnam delivers a pair of P2008 LSA to a New Zealand school and club.

Pipistrel leader Ivo Boscarol gives the keys to the owner of a Russian flight school.

Russian president Vladimir Putin prepares to fly a trike.

Former hang gliding businessman GW Meadows (R) poses with Libertarian presidential candidate Gary Johnson. Years ago Meadows took then-governor Johnson flying in a hang glider; the triathlon athlete apparently loved the experience.

Flight Design's new "European Adventure" program allows CTLS buyers to travel to Germany, pick up their LSA, and fly it around Europe in a guided tour.

You can enter a bid on this P92 Taildragger in the AOPA Foundation online auction.

My European associate and friend, Jan Fridrich, coined a phrase a few years ago: "Global LSA," he said, meaning the ASTM standards set could be used in any country and thereby create a worldwide market for recreational aircraft. Already a few accept the standards and many are considering or are already using some variant. So, in this post, let's review some international successes for LSA. Tecnam is one of the most prolific of all LSA producers and not just because they have multiple approved models. Recently, they sold a pair of P2008s to New Zealand. Waikato Aero Club CEO Richard Small said, "The new planes have a number of advantages over traditional aircraft. Manufactured from modern materials [Tecnam] planes are more fuel efficient and quieter. They also have full electronic flight display screens. Our pilots are thoroughly enjoying the upgrade." Pipistrel has logged sales globally as well and booked four orders for their new Alpha Trainer into Russia. "We selected the Alpha Trainer because Pipistrel has an excellent reputation," said Arkadiy Orlov of St. Petersburg Aviation Training Centre, "and the Alpha Trainer has showed itself as an outstanding price-performance trainer solution." Four Alpha Trainers were scheduled for delivery this summer. Speaking of the former USSR, did you hear about Russian president Vladimir Putin — who likes to perform various macho stunts — training to fly a trike with migrating Siberian white cranes? How often does a national president enjoy recreational flying? Along those lines, how about the Libertarian candidate for U.S. president, Gary Johnson? My friend GW Meadows recently posted photos on Facebook of him giving a tandem flight to Johnson some years ago and the triathlon athlete candidate has also flown paragliders. Back to the world of LSA, Flight Design has announced a fascinating new program where U.S. buyers of their CTLS can pick it up in Germany and fly around the continent with a guide and then have it shipped back to America... much like similar programs for automobiles. Company spokesman John Doman said, "Flight Design's carefully selected, experienced and multi-lingual tour guide pilots will seamlessly handle the local details, enabling you to quickly become comfortable in your new environment and focus on the fun of flying in your own aircraft above the historic and breathtaking landscapes of Europe!" Interested in a new P92 Taildragger? While not a sweepstakes giveaway, you might get a decent deal and help a worthy cause. AOPA Foundation's "A Night for Flight" online auction will generate proceeds to benefit the Foundation's mission to preserve general aviation now and for future generations. Bidding ends on October 13th. Tecnam has donated the right to purchase, at a substantial discount, a brand new Tecnam P92-TD Taildragger with a value of $153,000. AOPA said, "The difference between the final winning bid and the discounted cost of the basic aircraft will be donated to AOPA Foundation." Bidding starts at $119,000.

My European associate and friend, Jan Fridrich, coined a phrase a few years ago: “Global LSA,” he said, meaning the ASTM standards set could be used in any country and thereby create a worldwide market for recreational aircraft. Already a few accept the standards and many are considering or are already using some variant. So, in this post, let’s review some international successes for LSA. Tecnam is one of the most prolific of all LSA producers and not just because they have multiple approved models. Recently, they sold a pair of P2008s to New Zealand. Waikato Aero Club CEO Richard Small said, “The new planes have a number of advantages over traditional aircraft. Manufactured from modern materials [Tecnam] planes are more fuel efficient and quieter. They also have full electronic flight display screens. Our pilots are thoroughly enjoying the upgrade.” Pipistrel has logged sales globally as well and booked four orders for their new Alpha Trainer into Russia.

Flight School Dilemma… One Solution

By Dan Johnson || Leave a Comment

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

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

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

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

Anyone who has tried to borrow money in the last five years knows how tough it has become. Banks supported by government guarantees practically gave money away before the subprime meltdown but are now being much more careful. That’s a good thing but it means even some credit-worthy customers can’t get the loan they need. Commonly rejected are flight schools. Flight training enterprises across the nation are struggling to obtain financing to buy new aircraft to replace aging fleets of trainers. *** Despite the challenges, one LSA outfit has found at least a partial answer. Thanks to a solid customer (and onetime dealer), Flight Design USA has been able to offer a limited number of schools a method called leaseback. Training students today are three leased back CTLS Light-Sport Aircraft but this business success is only one part of a genuine human interest story. *** “We are pleased to announce the third CTLS leased to a flight school was used by Iraq war veteran Adam Kisielewski, an Able Flight scholarship recipient who recently earned his Sport Pilot certificate,” said Tom Peghiny of Flight Design USA.

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

By Dan Johnson || Leave a Comment

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

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

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

Video Pilot Reports… Want More? We Deliver!

By Dan Johnson || Leave a Comment

Evektor's new Harmony LSA is the subject of our first full-length, two-pilot video review.

Video info and entertainment is burgeoning these days. YouTube has become one of most-visited Internet websites; you can watch videos on subjects of every conceivable description (plus many you could not have conceived). *** In the aviation world, videos are also common. AOPA, EAA, AvWeb, Aero-TV, Loop-TV, and others offer video to further your knowledge and enjoyment of aviation. Folks just seem to love watching videos. Now, we are pleased to offer you something a little different from the others and in so doing we promise to remain true to Light-Sport and all Sport-Pilot-eligible aircraft. *** After producing more than 100 shorter-length video reports on Light-Sport Aircraft and other Sport Pilot-eligible flying machines, the Light Sport and Ultralight Flyer and I are pleased to collaborate on the first two-pilot, full-length, all-video pilot report. Here you'll find almost an hour's worth of flying footage and detail commentary from a couple experienced evaluation pilots that can help decide which airplane you want to buy. Or, view it simply for a bit of diversion. Grab your favorite beverage, sit back at your computer or TV or view on your mobile device to enjoy this mold-breaking review of the new Evektor Harmony LSA. Video run-time is 45 minutes but you can tag as a favorite and watch anytime, anywhere. Naturally, we have it right here on ByDanJohnson.com, too. |||| Other Videos You Might Enjoy — In addition to the full-length pilot report, I want to recommend two other videos I think you'll like. First is a review of flying a Light-Sport Aircraft to the Bahamas. Aviators Hot Line interviewed Bahamas "Ambassador" Mike Z (a genuine, honorary title bestowed on him) who takes you through a brief review of the process. If you want to fly internationally, watch this one. Another is a professionally shot CTLS promo video that has some outstanding photography. You'll learn what owners of the CT series think of their birds, but you'll also see stunning scenery from the American Southwest that is sure to reinforce why you enjoy flying. LSA offer a viewing platform better than most other aircraft and this video from the Loop-TV folks is proof once again. In closing I want to make you aware of a new video outlet in development. AircraftReporters.TV is a new website venture involving multiple video producers and several media partners, including Aviators Hot Line, Light Sport and Ultralight Flyer, Flightime Radio, and ByDanJohnson.com. More media partners will be sought and the number of videos should keep growing. Aircraft Reporters.TV (in beta stage at this writing) is working to create a clean website with an embedded player. While these videos can often be found on YouTube, the sheer volume of videos of every kind on the big website makes a challenge of watching only video reviews of aircraft. On AircraftReporters.TV — as on ByDanJohnson.com's LSA Videos — you get pure, concentrated aircraft reviews (and videos of related products of interest). Visit on the online theater of your choice!

Video info and entertainment is burgeoning these days. YouTube has become one of most-visited Internet websites; you can watch videos on subjects of every conceivable description (plus many you could not have conceived). *** In the aviation world, videos are also common. AOPA, EAA, AvWeb, Aero-TV, Loop-TV, and others offer video to further your knowledge and enjoyment of aviation. Folks just seem to love watching videos. Now, we are pleased to offer you something a little different from the others and in so doing we promise to remain true to Light-Sport and all Sport-Pilot-eligible aircraft. *** After producing more than 100 shorter-length video reports on Light-Sport Aircraft and other Sport Pilot-eligible flying machines, the Light Sport and Ultralight Flyer and I are pleased to collaborate on the first two-pilot, full-length, all-video pilot report. Here you’ll find almost an hour’s worth of flying footage and detail commentary from a couple experienced evaluation pilots that can help decide which airplane you want to buy.

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