Lockwood Aircraft Corp. Archives

Lockwood Aircraft Corp.

Website: http://www.aircam.com/

Email: info@aircam.com

Phone: (863) 655-4242

-- - USA

AirVenture Day 0: Say Good-Bye to Rotax Two-Stroke Aircraft Engines

By Dan Johnson || July 25, 2021 9 Comments

As AirVenture Oshkosh 2021 starts, we have arrived at a long-awaited beginning to the world’s biggest airshow.

AirVenture Oshkosh 2021 opens Monday July 26th and I am on-site to capture all the best news I can find for light aircraft. Regretfully, my Canada-based YouTube partner, Videoman Dave, was denied entry by Homeland Security — his occupation was “deemed not essential” — so I’ll be flying solo to write daily articles and record video.

End of an Era?

As a company news release issued just before Oshkosh shows, we have also arrived at the end of an era. Rotax announced that the Austrian engine manufacturer will cease production of their last two-stroke powerplant, the twin-cylinder, 65-horsepower 582.

Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax's four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.

Aircraft models on the lighter end — which I often group under the banner of “alternative aircraft” — work well with smaller, lighter engines that are almost always two-stroke. Such aircraft include trikes, some powered parachutes, nearly all powered paragliders, and, of course, virtually the entire fleet of Part 103 ultralights. On July 22nd, as AirVenture 2021 begins, BRP-Rotax announced that it would be stopping production of “the legendary two-stroke Rotax 582 UL aircraft engine by end of 2021.” The European engine builder explained, “This decision has been taken considering the nearly full transition of the light and ultralight aircraft market towards four-stroke aircraft engines.” I will observe that when Rotax uses the term “ultralight,” they refer primarily to European flying machines that are closer to LSA than American Part 103 models. The latter have very rarely employed four-stroke engines though they once used two-stroke Rotax models widely.

Rotax History

When I first discovered the Rotax brand, I used the single cylinder, 22-horsepower 277 engine. In those days, the Rotax 277 was everywhere. It was the first two-stroke powerplant Rotax discontinued.

Rotax's 50-horsepower twin-cylinder 503 was one of the most popular two stroke engines ever to power light aircraft.

Following the R-277 came twin-cylinder models 377, 447, 503, and 532, which finally became the 582. All of these except the 377 enjoyed huge popularity. Another, the 618, saw limited use. While some experimenters repurposed snow mobile engines for aircraft use Rotax never sold these as aircraft engines. Before Rotax entered and subsequently dominated the light aircraft space, other engines, such as Cuyuna, were widely used but Rotax’s professionalism swiftly moved the company to the head of the parade. In those early days, light aircraft engines were almost never supplied by large companies due to concerns about liability for what was then a new aircraft sector. “The Rotax 582 UL engine is the last two-stoke aircraft engine in series production and was definitely part of our company success in the past,” said Peter Oelsinger, General Manager of BRP-Rotax. “The decision however reflects the market reality. Almost 100% of the customers select four-stroke engines; a demand that we can definitely fulfill with our range of innovative and high-quality four-stroke aircraft engines,” he added.

Not Gone Yet, But Act Soon

Rotax advised the 582 UL will still be available via the Rotax authorized distribution network worldwide for long as existing inventory lasts at distributors. If you want to purchase a new 582, you should act soon before supplies run out.

A Rotax 582 overhaul kit offered by Lockwood Aircraft.

Is it a gamble to install an engine the manufacturer is discontinuing? No, not really. Rotax has built a highly-regarded global service network. The company and its representatives and distributors will continue to provide technical service for all existing Rotax 582 UL customers and aims to provide Rotax genuine spare parts availability up to 10 years after stopping production. Also, as many designers or builders have found, the used market can provide these engines for years and many of them are available with relatively few logged hours. With good maintenance, Rotax's 582 is likely to be flying for many more years.

As AirVenture Oshkosh 2021 starts, we have arrived at a long-awaited beginning to the world’s biggest airshow. AirVenture Oshkosh 2021 opens Monday July 26th and I am on-site to capture all the best news I can find for light aircraft. Regretfully, my Canada-based YouTube partner, Videoman Dave, was denied entry by Homeland Security — his occupation was “deemed not essential” — so I’ll be flying solo to write daily articles and record video. End of an Era? As a company news release issued just before Oshkosh shows, we have also arrived at the end of an era. Rotax announced that the Austrian engine manufacturer will cease production of their last two-stroke powerplant, the twin-cylinder, 65-horsepower 582. Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax’s four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.

Family Flying Adventure… AirCam Enthusiasts Flock to Gorgeous Jekyll Island, Georgia.

By Dan Johnson || June 14, 2021 1 Comment

"Winds are going to be rather sporty," observed AirCam developer, Phil Lockwood, as he and Robert Meyer and the AirCam team finalized arrangements for another fly-out, this one to Jekyll Island (09J).

A family that flies together. Son Ian, dad Phil, and mom Tisha flew to Jekyll Island in a three-seat AirCam. The only challenge? They're all pilots. Who gets to do the flying? Photo by Ian Lockwood

The single runway near the resort island had a crosswind forecast for arrival day. When it comes from the east, air tumbles down over a tree line to disturb a smooth approach. The air was indeed "sporty." I'm an AirCam enthusiast even though I don't own one. I earned my multi-engine rating in an AirCam some years ago and I'll take any opportunity to fly one.

Numbering 300 AirCams (…that's 600 Rotax engines!)

Many of you know the story by now. AirCam was first developed to fly National Geographic photographers trying to document nature in Namibia. From what I can tell the entire country appears to be one enormous, dense jungle. Where ya gonna land? Phil to the rescue. After building Drifters for years, Phil had a plan to accomplish what the photographers needed for the beautiful but rather primitive African nation. He designed a potent twin engined airplane that could take off from a tiny field and could position a photographer six feet out in front of the leading edge with an enormous field of unobstructed view.

A three-seat AirCam with full enclosure.

The plan worked perfectly but then a funny thing happened. Pilots kept saying they wanted one for themselves. Phil and his staff accommodated them and have steadily improved the machine until today, 300 of them fly around the USA and the world. You'll rarely see a bigger smile than from a pilot who just landed an AirCam. While some AirCam pilots chose to avoid the bumps at Jekyll on arrival day — flying just a few minutes north to St. Simons airport (SSI) with a runway facing into the wind — all the AirCams were back at Jekyll the next day. Even on that first evening, some of us watched as landing lights switched on when Ian and Robert flew a pair of them back from St. Simons after dark.

AirCam #1 flying in the Congo. See any landing areas? Power came from two Rotax 582s. The aircraft has evolved significantly since.

Since it was late May… since we were in the warm South… and since it's almost summer, several of the AirCams were mounted atop amphibious floats. Well, why not? With Twin Rotax 912s (even 915s have been fitted), AirCam can lift off water even with amphibs after a very short, brief water run. Considering an AirCam is capable of taking off from land on one engine (not advised, of course!), jumping off the water with both engines fully spun up is exhilarating.

Leading His Flock

Leading a gaggle of AirCams from Florida, Phil managed the navigation and communications from the middle seat, while son Ian flew up front and wife Tisha spotted traffic from the aft seat. How they decided that seating must be something of a State secret since all three are pilots.

Robert Meyer checked out a pilot who prepared to fly this amphibious AirCam.

The Lockwoods flew in tandem seating — one behind the other — in a Generation Three or "Gen 3" AirCam with the clamshell enclosure (photo). Occupying the aft seat, Tisha reported an abundance of room. AirCam may not look it, but the aircraft is surprisingly spacious.

Using the Whole Runway

Back to Phil's "sporty" air. His forecast was no understatement. My flight from Spruce Creek near Daytona Beach, Florida to Jekyll took only about an hour. We flew over the ocean (within an easy glide distance from shore) where it was was smooth and effortless. Yet once we arrived near Jekyll and dropped down to pattern altitude the mechanical turbulence from air spilling over the tree-filled island added lots of bumps to the air. "It's doesn't feel that bad," I told Randee. "I think a landing is doable."

Once we descended below 300 feet, that gusty air made final approach feel like a roller coaster ride. Woo-hoo! I decided to keep my speed up and leave the flaps retracted to facilitate an abort if it proved too rough. I was prepared to use the majority of the long, paved runway… and I did. Yet we got down. We flew in a Van's RV-12 to which I have access and, like all RVs, the handling is superb. I was sure I would not run out of control authority. With quite a few hours logged in AirCam, I think it could have handled the winds, but such a decision is about pilot skill and experience, not the aircraft or its controls. Phil made a prudent decision to lead his formation four more miles to St. Simons. Not only was the runway better wind-oriented but the airport area is more open with few nearby obstructions. As the weekend unfolded, the winds died down and Jekyll proved as fetching a place as ever. I tell you what: these AirCam people know where to take their powerful birds for a good time. Learn lots more about AirCam — maybe you can join the next outing.

In this video, LSA expert John Hurst describes his experience flying an AirCam with two 912iS fuel-injected engines from Sebring, Florida to Oshkosh, Wisconsin. https://youtu.be/TTQ4psahui4

“Winds are going to be rather sporty,” observed AirCam developer, Phil Lockwood, as he and Robert Meyer and the AirCam team finalized arrangements for another fly-out, this one to Jekyll Island (09J). The single runway near the resort island had a crosswind forecast for arrival day. When it comes from the east, air tumbles down over a tree line to disturb a smooth approach. The air was indeed “sporty.” I’m an AirCam enthusiast even though I don’t own one. I earned my multi-engine rating in an AirCam some years ago and I’ll take any opportunity to fly one. Numbering 300 AirCams (…that’s 600 Rotax engines!) Many of you know the story by now. AirCam was first developed to fly National Geographic photographers trying to document nature in Namibia. From what I can tell the entire country appears to be one enormous, dense jungle. Where ya gonna land? Phil to the rescue.

Sebring Expo Shutdown Part 2 — “Why Did They Make This Decision?” Here’s Some Answers.

By Dan Johnson || June 2, 2019 6 Comments

News about Sebring Expo's shutdown captivated readers of this website. Other media outlets also picked up on the news. It may be unfortunate that bad news attracts us so powerfully but that is reality. Many readers asked a similar question: "Why?"

Sebring airport resident Tecnam placed their P2008 LSA in front of the airport terminal building.

While some other media outlets clearly speculated over the reasons for the shutdown decision, I did not buy all the explanations. One writer guessed that exhibitors had decreased. While the number of vendors buying space has fluctuated over the years, as it does for all other shows, I'm lead to believe that was not a primary reason. Another reporter said "foot traffic" was too low but that probably shows that the writer compares every aviation event to Oshkosh and if it does not draw similarly-dense crowds, then something is wrong. Instead, these events — that I call sector-specific shows — are more focused. That makes them far more accessible to serious buyers wanting extra time with the representatives of the aircraft that have drawn their interest. People like to ask many questions — as I believe they should before making a six-figure purchase. Sebring plus events like Midwest LSA Expo and DeLand Showcase can deliver on this goal of attendees very well. Crowds may indeed be lower but that can be fairly regarded as a feature not a problem. Indeed, those attending sector-specific shows are obviously interested in the aircraft on display and vendors have repeatedly said they make more sales at these smaller events while spending far less money on displays.

Why Did Sebring Shut Down?

One man very close to the Sebring Expo knows more than journalists, attendees, and other vendors. I asked Phil Lockwood for his thoughts. He's been involved since before Day One and was consulted by airport executive director Mike Willingham when this decision drew closer.

Sebring used their handsome airport terminal as the primary entry gate in recent years. Here a CarbonCub was placed in a can't-miss spot.

Following are Phil's thoughts presented with his permission. Disclaimer: I caution readers that Phil does not speak for the Sebring Airport Authority but his information is highly reliable. People that know Phil are aware he speaks carefully and tends not to speculate about things he does not know. Phil wrote, "I think the following presents four primary factors that killed it." (1) "Sebring has always struggled with the local weather during the show, which has not always been friendly, greatly affecting attendance," Phil said. "Maybe three out of five shows have suffered from unseasonably lousy weather during the history of the show. It's an unpredictable and uncontrollable variable that makes the entire process a big gamble. In addition to the local weather issues, we have [often] been hit with a nasty line of intense weather blocking off Alabama and Georgia prior to and during the show, which prevented many small planes and vendors from making the trip into Florida."

This aerial view from aviation photographer Jim Koepnick features an RV-12 flying over the layout as it appeared in 2014.

In our conversation, Phil observed that he has frequently been out on the ramp prior to and after the show to experience beautiful weather and calm winds, the kind Florida has in abundance while the U.S. northern states are suffering through winters like the one just passed. However, when a three-day show starts it can easily be held hostage to a single weather front passing through. Phil noted a week-long show can suffer a couple poor weather days and still be successful but a shorter show can be completely inhibited by lousy conditions.

(2) "Sebring is about to begin a year-long program to rebuild the majority of our ramp," he continued. "Accommodating the Expo during this construction would be very difficult." In addition, after spending millions of dollars on ramp refurbishing, they may not want to drill holes for tents and tie-downs all over their brand-new ramp, somewhat similar to the way you feel about getting that first scratch or dent on your new car. (3) "The Sebring Airport management expends a large percentage of their staffing resources in the preparation and management of this show," Phil noted. "They feel those resources can be used for projects that will better benefit the airport and surrounding community."

In recent years, Expo was moved to position it directly in front of the airport terminal building, seen at the extreme left of this partial layout view.

(4) He went on saying, "Vendors do not want to pay the higher cost needed to allow the show to sustain itself financially, leaving much of the burden on the airport and surrounding community. Although the attendance has been pretty good for a small regional show, and good enough to bring the vendors back year after year, it's probably not strong enough to offset the continued local investment dollars required to sustain the show." "Add up all of the obstacles and you have a difficult mountain to climb," Phil concluded. "The airport manager would have liked to find another entity to take over running the show but was unsuccessful in finding another group willing to take on the task and expense." In the end, this was a difficult business decision but it has now been made and it is time for this website to return to our usual content of airplanes, flying gear, and the people who provide them.

News about Sebring Expo’s shutdown captivated readers of this website. Other media outlets also picked up on the news. It may be unfortunate that bad news attracts us so powerfully but that is reality. Many readers asked a similar question: “Why?” While some other media outlets clearly speculated over the reasons for the shutdown decision, I did not buy all the explanations. One writer guessed that exhibitors had decreased. While the number of vendors buying space has fluctuated over the years, as it does for all other shows, I’m lead to believe that was not a primary reason. Another reporter said “foot traffic” was too low but that probably shows that the writer compares every aviation event to Oshkosh and if it does not draw similarly-dense crowds, then something is wrong. Instead, these events — that I call sector-specific shows — are more focused. That makes them far more accessible to serious buyers wanting extra time with the representatives of the aircraft that have drawn their interest.

Lockwood Aircraft’s AirCam “Gen-3” — More Seats, More Power, More Fun

By Dan Johnson || March 29, 2019 4 Comments

Let me admit right up front: I am a big fan of AirCam. I have flown several different examples. I have done a flight report in one with boss Phil Lockwood. I even earned my Multi-Engine Rating in one. For a longtime open-cockpit ultralight pilot like me, AirCam may be the ultimate expression of a fun aircraft in which you can do things you shouldn't even consider in most other airplanes. So, when Phil told me about Lockwood Aircraft's new Gen-3 (third generation) AirCam, I was more than a little interested. Here's the skinny. “Beginning with the opening day of Sun 'n Fun 2019 we will be debuting major upgrades to the AirCam airframe and powerplant packages,” Phil noted. All AirCam kits incorporating the new changes will be designated as “Gen-3” models.

Three-In-a-Row Seater

New Gen-3 model airframes will have the option of incorporating a third seat located behind the second seat and a 220-pound gross weight increase from the current 1,680-pound max gross weight to 1,900 pounds. “The new jump seat will be quickly removable to convert between cargo and and third passenger,” added Phil.

The third seat can be installed in either an open-cockpit AirCam or one with the full enclosure canopy. The canopy — developed some years after AirCam first emerged — was designed from the start to accommodate the third seat. “Numerous improvements have been incorporated in the new Gen-3 model airframes to accommodate the optional gross weight increase and jump seat,” said Lockwood. “The landing gear has been strengthened to accommodate greater landing and take off weights. Landing gear modifications include new stronger gear legs, a beefed-up fuselage gearbox and upgraded Beringer wheels and brakes.” Phil Lockwood also reported AirCam’s aft section of the fuselage and tail spring have also been strengthened to accommodate the higher loads. The new fuselage incorporates a new set of foot wells to improve comfort and safety when utilizing the jump seat. These new foot wells also increase the volume of the cargo bay when not using the third seat. “You’ll also find harness attachment hard points that are built into the new fuselage for the third seat passenger,” Lockwood said. The Sebring, Florida company noted that some float-equipped AirCams have already been operating at higher gross weights, up to 2,000 pounds, based on the capacity of the amphibious landing gear and increased lift provided by the floats at high angles of attack. The Gen-3 model airframe benefits are designed to allow for increased gross weights for land planes only.

Higher Power — More Is Good

Airplanes are somewhat like sound equipment. If you get a more powerful amplifier you may need new speakers and that may require other better equipment. On an airplane if you increase capability, you may need more power, which means better engine mounts and so forth.

Being Rotax experts known across the country, Lockwood's enterprise was ready to step up the potency of their twin engines. They've long offered the more powerful turbocharged Rotax 914. Most AirCams, however, work wonderfully well with a pair of the 100-horsepower Rotax 912ULS or 912iS engines. Even more could be better, you might agree. To provide the additional single engine performance needed for the higher gross weights of AirCam Gen 3 Lockwood Aircraft is offering a new, upgraded 115-horsepower Rotax 912 power package using a “big-bore kit” involving new cylinders and heavier pistons. “Customers opting for the standard 100-horsepower 912 engines will be limited to the original 1,680-pound maximum gross weight,” Lockwood clarified.

“The additional 15 horsepower per engine is achieved though an increase in displacement with no increase in weight.” Customers may purchase or retrofit either a carbureted 912 ULS or fuel injected 912iS engine package to provide 115-horsepower upgrades for either engine model. Buyers or owners can opt to install the 115-horsepower package at a later date. What may be exciting for current owners of a 912ULS or iS on another airplane is that this engine upgrade is something you can achieve retroactively. The cost is about $6,000, Phil indicated, but for that money you get a substantial performance boost. If interested, contact Lockwood Supply to see if they can help you in your aircraft. Wait a couple weeks, though. As this is written, Sun 'n Fun 2019 is about to start and it will be most hands on deck at the event leaving a smaller staff at home in Sebring. Give them time to return and check out the new, powerful, non-turbo 912 with 115-horsepower. Get more details, some AirCam development history, and more in the following video: https://youtu.be/ur3Gl0COTGo

Let me admit right up front: I am a big fan of AirCam. I have flown several different examples. I have done a flight report in one with boss Phil Lockwood. I even earned my Multi-Engine Rating in one. For a longtime open-cockpit ultralight pilot like me, AirCam may be the ultimate expression of a fun aircraft in which you can do things you shouldn’t even consider in most other airplanes. So, when Phil told me about Lockwood Aircraft‘s new Gen-3 (third generation) AirCam, I was more than a little interested. Here’s the skinny. “Beginning with the opening day of Sun ‘n Fun 2019 we will be debuting major upgrades to the AirCam airframe and powerplant packages,” Phil noted. All AirCam kits incorporating the new changes will be designated as “Gen-3” models. Three-In-a-Row Seater New Gen-3 model airframes will have the option of incorporating a third seat located behind the second seat and a 220-pound gross weight increase from the current 1,680-pound max gross weight to 1,900 pounds.

Sebring Day 4 — 2 Video Pilot Reports, a Surprise Arrival, and a Wrap-Up Interview

By Dan Johnson || January 27, 2019 1 Comment

An unanticipated event on Sebring's closing day was the arrival of the somewhat hidden-from-view Aeromarine LSA Mermaid LSA seaplane, the first such to win FAA acceptance as a SLSA.

One surprise arrival was Aeromarine LSA's Mermaid. Remember this model? This Chip Erwin creation was really the forerunner of the modern LSA seaplane category. Before Mermaid, we had Progressive Aerodyne's Searey and Aero Adventure's Aventura. Both those models have been upgraded for the time of ASTM standards compliance but early in the new millennium it was accurate to call them "ultralight seaplanes" built of gusseted aluminum structures covered with sewn Dacron surfaces. When Mermaid arrived about as the Light-Sport Aircraft sector was given birth by FAA's new regulation, this all-metal, clean sheet design wowed crowds at Sun 'n Fun. Many responded by putting down deposits. For complex reasons I won't go into here, Mermaid never made the splash many anticipated but neither has it disappeared. Here's more on the aircraft's history. For the final day, Mermaid came and replaced another LSA seaplane that chose to exit their space early. The intriguing shoulder-wing design steadily attracted interested pilots. Mermaid was the first LSA seaplane to declare compliance with ASTM standards and was #28 catalogued on our popular SLSA List. It was fun to see Mermaid again.

Gone Flying …for You!

Our VPRs have proven popular with some approaching a million views and several with hundreds of thousands of views.

With the Sebring Expo in the background over jet jockey demo pilot Shannon Diaz's head, we begin our hourlong VPR.

In my early days of writing aircraft reviews, I produced hundreds of such reports. Indeed those articles were the original foundation of this website. They date back into the 1980s and some even in the '70s. Yet, times change. After YouTube, Vimeo, and other video-hosting sites arrived, they drew huge viewership. YouTube is often said to be the #2 search engine on the Internet after Google. People love videos! Videoman Dave informed an inquiring group of pilots that his Light Sport and Ultralight Flyer YouTube channel now generates 1.8 million views a month (for all his 1,000+ videos, which include all the ones in which I perform). We joined the parade and now create VPRs, involving mounting up to eight Garmin Virb cameras as well as shooting from the ground, plus a stand-up review where I relate information immediately after flying the aircraft. Obvious, pilots enjoy these and we'll keep making more. Magnus Fusion — Magnus Aircraft USA is the manufacturer of a Hungarian design called Fusion 212. Designed in 2013 with first flight in 2015, and FAA acceptance as a Special LSA in 2017, Fusion is one of the newest aircraft in the SLSA List, in the #146 spot. The U.S. assembly site brings in carbon components from Hungary but the American operation is acknowledged by FAA as the official producer of the LSA version, according to boss Istvan Foldesi.

Going home for the night, SilverLight could park three or four of its AR1 gyroplanes in a single T-hangar revealing another benefit to this type of LSA.

This all-carbon-fiber design is a low wing side-by-side model with dashing performance featuring quick climb rates with the Rotax 912 ULS. Fusion cruises at 110-115 knots and exhibited very accommodating handling. Watch for many more details and get plenty of views when the video is released. SilverLight AR1 — To handle this VPR a bit differently, I asked pilot/instructor Greg Spicola to pretend I was a new gyroplane student. That's close to accurate as I have about four hours under my belt in a variety of gyroplanes. However, except for a few differences associated with a spinning wing, AR1, like all gyroplanes, can be flown essentially as a you'd operate a fixed wing LSA. "Power before pitch" was a mantra Greg drilled into me and that with a few other differences — such as operating the rotor pre-rotator and learning to brake the rotor disk before making abrupt turns on the ground — are easy enough to learn. It only takes a bit of "unlearning" so one's fixed wing habits don't result in the wrong actions by the pilot.

All smiles aboard AR1 is your faithful author with demo pilot extraordinaire Greg Spicola in the instructor's seat.

These aircraft are special in many ways — the ability to descend vertically (although not land that way) and to make seriously tight turns about a point — that combine with massive visibility at affordable prices …all of which explain some of the growing popularity of these aircraft types. Again, look for many more details and views when the video emerges from the edit suite. As the show wound down, we did an interview with Executive Director Mike Willingham and Executive Assistant Bev Glarner. The longtime team are the key players behind the event these days but we also asked questions about the airport itself. Watch for that update when editing is complete, but please be patient as Videoman Dave is already working his way across the southern states en route to Copperstate 2019. This year, the long-running event has moved from from October to February. If you live in the southwest, come on out to the event and give a wave when you see us dashing about to record more great video interviews and VPRs for you.

The final day of the Sebring U.S. Sport Aviation Expo brought good flying conditions until mid-afternoon when light precipitation returned. The good start allowed us to record two Video Pilot Reports (VPR), one on the Magnus Aircraft all-carbon-fiber Fusion 212 and the other on the fully enclosed SilverLight Aviation American Ranger AR1 gyroplane. The videos will take some time to edit but I’ll provide a quick glimpse below. One surprise arrival was Aeromarine LSA‘s Mermaid. Remember this model? This Chip Erwin creation was really the forerunner of the modern LSA seaplane category. Before Mermaid, we had Progressive Aerodyne‘s Searey and Aero Adventure‘s Aventura. Both those models have been upgraded for the time of ASTM standards compliance but early in the new millennium it was accurate to call them “ultralight seaplanes” built of gusseted aluminum structures covered with sewn Dacron surfaces.

A Gathering of Waterbirds — LSA Seaplanes at Spruce Creek Fly-In

By Dan Johnson || May 13, 2018 Leave a Comment

Sun ‘n Fun 2018 ended a great event on Sunday. After traveling home Monday, plans called for a very quick turnaround to jet across the Atlantic for Aero Friedrichshafen 2018, which started Wednesday. For an aviation buff, the month of April is something like being a kid in a candy store. So many fun airplanes. So few days to absorb the images, stories, people, and excitement. Sandwiched in the 24 hours between getting home from Sun ‘n Fun and blasting off to Europe, one more cool thing happened: a gathering of LSA or light-kit seaplanes. Seven brands were invited by Spruce Creek Fly-In airport manager Joe Friend but rather ironically, two that are quartered closest to Spruce Creek — American Legend's AmphibCub and Brazil's SeaMax — were unable to make it. The five who did make the effort right after Sun 'n Fun were rewarded with a beautiful day and good interest.

Joe knows his light seaplanes. He’s built at least one Searey and he used to fly it daily from Spruce Creek to a lake in Tavares, Florida where Progressive Aerodyne manufactures Searey. For a couple years, Joe was CEO of the operation making him highly aware of this niche of airplanes.

Droolworthy Collection

Not unlike Sun ‘n Fun or Aero, the waterbird gathering extended the candy store experience. I wanted to buy them all, but like the kid, my wallet is not big enough for that. Therefore, the chance to compare them side-by-side was very useful.

Spruce Creek Fly-In Airport manager Joe Friend visits with Jana Filip of the Deland Showcase event.

As you can see in the photos, Joe’s effort paid off with a nice crowd examining the selection. For someone in the airplane selling business, Spruce Creek is what some would call a target-rich environment. That means lots of pilots, pilots with cash, and pilots with places to keep or build a light seaplane. So despite the challenges of making an appearance immediately after a major week long air show like Sun ‘n Fun five companies were lined up and ready. Spruce Creek Fly-In — an airport community I call home — quarters an estimated 700 airplanes, more than nearly any other airport I’ve ever visited in a career that has taken me to more aerodromes than I care to count. The chance of a sale or two or more is what prompted so many vendors to show up immediately on the heels of an air show that wore them out for seven long days. Of course, not all resident airplane owners were present; some are focused on other airplane types. Yet in a warm climate with bodies of water all over the place, and a generally supportive atmosphere for recreational aviation… well, no wonder all seven invited vendors have bases in Florida. Searey — The most established of the collection is this veteran design from Progressive Aerodyne in nearby Tavares, Florida (about 45 minutes north west of Orlando). However, despite its long history and nearly 700 satisfied customers — mostly kit-built until more recently — Searey has benefited from many changes and upgrades. It has the distinction of being one of the FAA’s success stories regarding how well they prepared for their audit to become a fully built LSA. Searey was also one of the first LSA to become to win Type Design Approval in China. AirCam — The lone floatplane of the group is also the only twin engine of the group yet this larger-than-life airplane still qualifies as a light aircraft, easily so. Given its modest weight, the presence of two Rotax 9-series engines on this kit makes it a formidable performer but one that can use that capability at slow speeds, making the airplane an absolute delight for the kind of low-elevation flying that many others aircraft should not attempt. Around 200 are flying. Kit builder Lockwood Aircraft is based in Sebring, Florida. Aero Adventure — The Aventura model, seen here in its new S-17 configuration, dates back as far as the Searay but because of ownership changes the design also evolved uniquely. Originally known as the Buccaneer, it became of the Aventura when Carlos Pereyra added his exceptional fiberglass skills to the hull. Current owner, Alex Rolinski, has taken the design into the CAD age and beefed up its performance. The S-17 model boasts a 117-horsepower AeroMomentum Suzuki-based engine and attractive options; the package has been attracting strong interest for Aero Adventure of Deland, Florida. Super Petrel — One of the most unique entries is the bi-wing Super Petrel LS from Scoda Aeronautica in Brazil. Another well-established model with a history involving Canada, the South American company has now opened a facility at the Ormond Beach airport to support U.S. customers. Powered by Rotax as are all these LSA seaplanes, except for Aventura S-17, Super Petrel uses side-by-side seating in an aircraft with excellent manners in the water. Icon A5 — Thanks to sophisticated, California-style marketing, Icon Aircraft A5 is one of the best known models in the Light-Sport Aircraft space. Their prowess proved itself as the model drew steady interest during the hours on display. This particular aircraft crossed the state so Spruce Creek residents could check it out. Based in the Tampa, Florida area where Icon Aircraft operates a training and demonstration base, A5 flew in from beautiful bayside Peter O. Knight airport. Thanks to Joe Friend for arranging and to all the vendors for attending.

Sun ‘n Fun 2018 ended a great event on Sunday. After traveling home Monday, plans called for a very quick turnaround to jet across the Atlantic for Aero Friedrichshafen 2018, which started Wednesday. For an aviation buff, the month of April is something like being a kid in a candy store. So many fun airplanes. So few days to absorb the images, stories, people, and excitement. Sandwiched in the 24 hours between getting home from Sun ‘n Fun and blasting off to Europe, one more cool thing happened: a gathering of LSA or light-kit seaplanes. Seven brands were invited by Spruce Creek Fly-In airport manager Joe Friend but rather ironically, two that are quartered closest to Spruce Creek — American Legend‘s AmphibCub and Brazil’s SeaMax — were unable to make it. The five who did make the effort right after Sun ‘n Fun were rewarded with a beautiful day and good interest.

AirCam — Twin Engine Kit Aircraft

By Dan Johnson || January 30, 2017 Leave a Comment

https://youtu.be/ur3Gl0COTGo This unusual looking aircraft is a twin engine taildragger. While fascinating, those two characteristics might make you wonder if you can handle it. I believe anyone can, with proper training of course. Get by those uncertainties, I advise, because once you fly AirCam you may start thinking that any other aircraft simply won't do. For low level flying over interesting terrain or water, this is one of the safest aircaft ever. Flying the open cockpit aircraft is such a marvelous experience, I consider AirCam one of my all-time favorites. You might, too.

This unusual looking aircraft is a twin engine taildragger. While fascinating, those two characteristics might make you wonder if you can handle it. I believe anyone can, with proper training of course. Get by those uncertainties, I advise, because once you fly AirCam you may start thinking that any other aircraft simply won’t do. For low level flying over interesting terrain or water, this is one of the safest aircaft ever. Flying the open cockpit aircraft is such a marvelous experience, I consider AirCam one of my all-time favorites. You might, too.

Torture Testing… Let Freedom Wing!

By Dan Johnson || August 25, 2016 Leave a Comment

The top photo of a Luscomb is a promotional photo but does show quite a load on the wing. The lower photo is a Searey undergoing load testing. The wing is inverted for positive load application.

Of course, I don't mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a "strongbox," must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing's span. Loading the wing is a precise task if engineers are to replicate the forces air loads will place on a wing in flight.

No one takes this casually. Lives can depend on it. A company's long-term survival may depend on doing the testing correctly and documenting the results thoroughly. The process is typically captured in photos and video and a detailed written technical report must be available to authorities or insurance companies that care deeply that the testing meets standards such as ASTM or FAA certification.

Images shows the Lockwood Aircraft Drifter in load testing. Note the tape measure used to position loads accurately. Wood is used to spread the load across the tubing structure after the Dacron covering has been removed.

No matter how seriously this effort is taken or how much is spent (in time and money) to achieve it, the testing of an aircraft wing is a largely static event.

Naturally, should a wing fails under heavy loads — just look at the immense amount of weight placed on the C4 wing — the test can become very exciting. Things can pop (loudly) and parts may go flying if the wing collapses. No one should stand nearby during an ultimate load test. However, if no failure is witnessed, the wing structure may groan and tremble but nothing much happens. As I said, the test is important, but visually dull.

Yet this is not the case with hang glider wing testing. The difference is captioned in the terms commonly used to describe the tests. An airplane wing is statically load tested where the flex wing hang glider is dynamically tested. The latter method is used because it is a proven real-environment way to simulate the loads on a flex wing.

The dynamic process was developed many years ago by HGMA, the Hang Gliding Manufacturers Association. Some very smart people worked out the techniques and equipment and, to their credit, hang glider wings can bear an immense load and not fail, even when upside down.

Flight Design's coming four seat model, called C4, is load tested with an immense amount of weight.

An airplane manufacturer — let's say of a 2,500-pound aircraft — cannot imitate the dynamic test used by a hang glider or trike wing manufacturer. Testing a metal or composite wing for a larger, faster airplane would take an extraordinarily powerful vehicle, and it would have to go very fast. However, the slower speed and lower mass of hang gliders makes dynamic testing achievable. To perform the required tests on its creations, North Wing has fitted a vehicle with a very sturdy steel structure. Cameras and recording gear are mounted.

It's worth noting that North Wing is not required to do this by FAA or other regulatory bodies in the USA. Part 103 vehicles do not have to meet government standards. These manufacturers spend the effort because other entities require it and because they want their products to find ready customers who will not buy a glider they doubt can withstand real use. Besides satisfying their customers, insurance companies, media reporters, trial lawyers and others may demand test documentation in case an accident occurs.

The hang glider community has long policed itself and done so in such a professional fashion that FAA almost ignores them. Indeed, when is the last time you heard about a hang glider or trike wing folding up in flight? It almost never happens anymore. Good for HGMA and the hang gliding and flex wing industry.

North Wing's dynamic load testing of an earlier cable-braced model. The right image is what's called the Negative 150 test, a difficult load for the wing to bear.

The test shows a positive load applied (wing in normal orientation) and the very demanding "negative 150" test. This simulates a wing that may be disturbed by violent air. The wing is mounted backwards at the appropriate angle and the heavy truck forces the wing through the air backwards in this tortuous test. As you can see, it bowed deeply but survived.

The video below shows dynamic testing North Wing did to prove their new carbon fiber structure Freedom X wing. This is North Wing's newest product. Besides hang gliders, North Wing makes a line of weight-shift trikes and is a leading supplier of wings to other trike carriage producers.

Freedom X 160 (the wing square footage) uses carbon fiber leading edges and struts and other design parameters to stretch the performance of their Freedom model series. Despite using exotic materials, Freedom X is an exposed-crossbar design, sought after because it has lighter, more responsive handling compared to full double-surface designs. "It's also quieter than the cable-braced version; you can actually hear it pass through air more smoothly," said designer and North Wing boss, Kamron Blevins. The structure also contributes to Freedom X's safety in unusual attitudes, as proven in this testing.

When a pilot takes off at the end of the clip, you almost breathe a sigh of relief at what is obviously far less load than North Wing subjected their newest creation to atop the big truck. Good job, Kamron and team!

Most pilots never probably have witnessed the testing a wing endures before designers and regulators will sign off on it, signaling that it has been adequately stressed so that pilots can depend on it. I’ve had the chance to see several such tests and will state that it is two things: demanding and, well …boring (unless something breaks). Of course, I don’t mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a “strongbox,” must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing’s span.

Lockwood Aircraft — AirCam

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

The amazing, incredible AirCam ... one aircraft you fly in ways you'd never fly in another airplane. How that? AirCam is an open cockpit twin engine airplane that can even take off with only one engine (though don't do this!). AirCam developer Lockwood Aircraft tested the new fuel-injected Rotax iS engine on one side with a carburetor 912 ULS on the other. How did that work? Watch this video while light aircraft expert John Hurst explains his experience flying this aircraft from Florida to Oshkosh.

The amazing, incredible AirCam … one aircraft you fly in ways you’d never fly in another airplane. How that? AirCam is an open cockpit twin engine airplane that can even take off with only one engine (though don’t do this!). AirCam developer Lockwood Aircraft tested the new fuel-injected Rotax iS engine on one side with a carburetor 912 ULS on the other. How did that work? Watch this video while light aircraft expert John Hurst explains his experience flying this aircraft from Florida to Oshkosh.

Rotax 912 iS (injected) Engine on AirCam

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

In 2012, Rotax brought out their new fuel-injected 912 iS engine. The leading supplier of Light-Sport Aircraft engines worked hard on this computer-controlled engine as they prepared a replacement for the venerable carburetor 912 (which remains in production). We spoke with LSA guru John Hurst who flew a twin-engine AirCam from Sebring Florida to Oshkosh and he tells about flying one of each 912 engine versions.

Latest and Greatest LSA from Oshkosh 2016

By Dan Johnson || August 7, 2016 2 Comments

Actor Harrison Ford poses with Rotax Aircraft Engine manager, Christian Mundigler at Oshkosh. photo courtesy Christian Mundigler

In a show as vast at EAA's AirVenture Oshkosh, it is presumptuous to attempt covering everything of interest. What follows are some new aircraft I found in the categories I cover on this website. Other projects were certainly worthy of special note but with the goal of a fast dash through the latest and greatest, I'm keeping this one fairly lean. I'll cover other developments in subsequent articles.

So, here's three aircraft you haven't seen before AirVenture 2016 plus a revised project involving an increasingly popular engine. I'll start off with a famous guy checking out a famous engine to propel one of my favorite airplanes. We begin our quick review with Lockwood Aircraft's AirCam.

Of course, you know his face. When I once heard Harrison Ford speak, he said modestly (paraphrased), "I earn a living making faces." I never thought of acting in such simple terms, but I accept such skills are part of the job. He's made faces successfully enough in many movies to be able to afford several fun airplanes and now he's getting into an AirCam. Developer/manufacturer Phil Lockwood said, "We were keeping a low profile to preserve [Harrison's] privacy but the cat is out of the bag now." As an AirCam fan myself, I predict Ford's facial repertoire will frequently include a broad smile.

The never-before-seen SkyCruiser offered by U.S. Sport Aircraft.

The newest and perhaps most unexpected aircraft at the show was SkyCruiser offered in the USA by U.S. Sport Aircraft based in Texas. This U.S importer has long represented Czech Sport Aircraft's SportCruiser, which has ranked up high on our market share report for years. Literature for the new model makes no mention of CSA, instead referring to Czech 4 Sky. Nevertheless, U.S. Sport Aircraft boss, Patrick Arnzen indicated he would bring in the new model from CSA.

In this article I am covering aircraft that seem to be pushing the envelope but a sign of maturity in the LSA segment shows developments in all directions. One of those is a return to simpler, easy-to-fly aircraft. Looking somewhat like another very successful design, Aerotrek's A220, SkyCruiser represents a model from about one decade back. When the LSA regulation first created aviation's newest segment the typical customer was often someone seeking a carbon fiber speedster with autopilot, a full glass panel, and all manner of bells and whistles. Many developers stepped up to fill that demand and simpler (less costly) designs were left behind. Now, they're back!

SkyCruiser, as seen on U.S. Sport Aircraft's Oshkosh space, is powered by a Rotax BRP 912 ULS, and tops out at 1,232 pound gross (88 pounds less than allowed as a SLSA). At a fairly modest 723 pounds empty, the taildragger still offers a 509 pound useful load or a payload of full fuel (17.6 gallons) and two 200-pound occupants with minimal baggage. Stall is listed at a slow 34 knots and maximum cruise is 86 knots. SkyCruiser appears to come well equipped with the latest from Dynon and more.

Kitfox's Titan engine installation was particular well achieved, like most Kitfox factory aircraft.

Perhaps it is because of the success of CubCrafters, but the rush remains on for companies developing vintage-style aircraft with big engines. While Rotax continues to power the majority of light aircraft around the world using their ubiquitous 9-series engines, some builders want more. For slower airframes Cubalikes — to use a phrase coined by Bill Canino of Sportair USA, which also offers a muscular model in this same space — adding a massively powerful engine delivers supershort takeoffs and thrilling climb rates.

One engine is clearly winning the high-power race. Originally developed by Lycoming part maker Engine Components International, or ECi, the Titan X-340 has become a powerplant of choice for those seeking 180-horsepower. Other companies like UL Power and Viking also have potent engine offerings but after Continental Motors bought ECi in 2015, the Mobile, Alabama company has parlayed their famous brand into several entries in the light kit and Light-Sport space. Now enter the Kitfox Titan

One very slick Titan installation appeared on a factory Kitfox brought to Oshkosh by owner John McBean. His team always does impressive detail and finish work and the Kitfox Titan seen nearby was a prime example. An airplane that works extremely well with Rotax (still offered, of course) should be nothing short of spectacular with the big Titan engine doing the pulling. I can't wait to fly this one!

The new Triton American SkyTrek made its debut at AirVenture 2016.

It may look familiar (indeed it has some common heritage) but Triton America's SkyTrek is a significantly different airplane than those it resembles. The airframe is smoother with more sweeping lines aft of the canopy. The structure is beefed up and able to handle a higher G loading. The nosewheel has been strengthened to last better in flight school use.

A main difference in this model from others with similar overall looks is that SkyTrek is fabricated in China. Its principle designer, Tom Hsueh, has long been established in the USA and has worked with some of the largest aviation companies. Although Tom says, "I have a Chinese face," he works from offices in Washington State. His may be a new name to most readers, but I have been talking with Tom for a couple years and believe he can become a player in the U.S. marketplace as well as in China. To Triton's and Tom's credit, he reported the Chinese CAAC has certified SkyTrek for sale in that country.

Not only a new manufacturer of Light-Sport Aircraft, Tom has bigger ambitions. In 2009, Triton America, which does business as Triton Aerospace, acquired all the design rights and hardware inventory for Adam Aircraft, a company that formerly built and certified a six-seat, twin engine, twin-boom, pressurized, all-carbon-composite FAR 23 aircraft."

Murphy Aircraft is back with their new Radical, complete with dual bicycle racks. Designer Darryl Murphy is a cycling enthusiast.

To wind up this brief look of new flying machines we come back to Murphy Aircraft Manufacturing, still run by founder Darryl Murphy and still based in Chilliwack, British Columbia, Canada. It's been nearly a decade since we saw any new light planes from this once-prolific producer. Darryl said that when the Canadian dollar soared high compared to the U.S. dollar, it became impossible to sell to Americans, by far his company's largest market. So, he used his large facility and impressive forming machinery to make aviation and other parts for different manufacturers. He seemed pleased about the return to building kits; welcome back, Darryl!

While showing his new Radical, Darryl indicated he's been hearing from potential customers that they'd like a Special LSA Rebel and he reports work is proceeding on that in parallel. Meanwhile he introduced a new model that goes hand-in-glove with the new batch of higher powered, higher gross weight aircraft taking several companies beyond the Light-Sport space. This may be one artifact of the EAA/AOPA push to eliminate the third class medical. Darryl acknowledged Rebel is a good foundation for the Radical, however, the new model is essentially a brand new design. "With more payload, more wing area, and capable of using engines up to 220 horsepower, [Radical] will incorporate many of the best features of the Rebel, Elite, Maverick and Super Rebel," he said.

Looking around Oshkosh, I found ultralight, light kit aircraft, and Light-Sport Aircraft all looking healthier than many seem to think. In addition, the arrival of the 180-horsepower Titan and even larger engines combined with higher gross weight/high payload designs seem created to appeal to those who no longer need a medical. The new program won't be effective for a year and still has hoops through which a pilot must jump, but it does open the door to new designs. Light aircraft engineers and manufacturers seem up to the task and customers appeared intrigued by their new offerings.

I'll have more from Oshkosh after catching up with other work, but I found the light sector very alive and doing quite well, with or without a third class medical.

In a show as vast at EAA’s AirVenture Oshkosh, it is presumptuous to attempt covering everything of interest. What follows are some new aircraft I found in the categories I cover on this website. Other projects were certainly worthy of special note but with the goal of a fast dash through the latest and greatest, I’m keeping this one fairly lean. I’ll cover other developments in subsequent articles. So, here’s three aircraft you haven’t seen before AirVenture 2016 plus a revised project involving an increasingly popular engine. I’ll start off with a famous guy checking out a famous engine to propel one of my favorite airplanes. We begin our quick review with Lockwood Aircraft‘s AirCam. Of course, you know his face. When I once heard Harrison Ford speak, he said modestly (paraphrased), “I earn a living making faces.” I never thought of acting in such simple terms, but I accept such skills are part of the job.

VPRs & More at Copperstate 2015 (Part 1)

By Dan Johnson || November 7, 2015 Leave a Comment

The main view above was taken toward the end of the day. On Friday and Saturday the ramp was packed with show planes and a large number of aircraft that flew in for the day.

Videoman Dave takes his camera aloft in the AirCam with Phil Lockwood.

A couple members of Videoman Dave's fan club wanted to pose for a photo in front of the Bumblebee Revo that we fly for a Video Pilot Report. Amy Saunders (L) and Nicole DeLuca both fly the Revo. Nicole is in training and Amy has flown from Florida to Oshkosh and to the West Coast and back. The Bumblebee-themed Revo belongs to Henry TrikeLife.

Updated 11/5/15 with video at end ... We went. We flew (and flew). We shot video ... lots of video. Videoman Dave's dual hand held cameras got a workout as did our six Garmin VIRB cameras. We did more of our popular interviews but we also captured multiple angles on several aircraft as we continue to build our expanding library of VPRs or Video Pilot Reports. Nearly always hard at work on terra firma, Dave went aloft (photo) to get some air and to capture aerial images. Dave took a seat in the twin-engined AirCam with company designer and boss, Phil Lockwood so you can see Copperstate 2016 from the air. Honestly, I can hardly imagine how Dave keeps track of those hours and hours of video much less organize them into the productions you enjoy to the tune of 1.5 million minutes a month of viewing. Quite a number of you came up and offered Dave and I appreciation for this effort and we most assuredly like the encouragement this represents. Don't worry. We'll keep making more! Started 43 years ago in 1973 Copperstate Fly-In has been a stalwart of western shows supporting a large pilot population in Arizona and surrounding states. Copperstate is a volunteer run, non-profit organization, which they describe as "dedicated to promoting recreational and general aviation through events, scholarships, and public education." Copperstate's leadership added, "Proceeds from the Copperstate Fly-In help support scholarship programs for youth seeking careers in the aerospace industry." Between 5,000 and 7,000 people come out to view aircraft and more, this year including (on Saturday) a large collection of gorgeous vintage automobiles. Late October in Arizona is a beautiful time of year with abundant sunshine but lacking the scorching heat of summer. AIR CAM — This constant flying of airplanes for Video Pilot Reports ... it's hard work but somebody has to be willing to do it. OK, that was a tongue-in-cheek comment as I take very little encouragement to climb into the front seat of an AirCam. Doing so over the beautiful landscape (to my eyes, anyway) surrounding Copperstate was pure pleasure. That this is also my job just proves the right kind of work can be a joy. Before the event started, I went aloft with Lockwood Aircraft main man, Phil Lockwood. This was our first VPR since the Midwest LSA Expo in early September and we had to fiddle with our flock of VIRB cameras to get everything set. Phil and his sales manager, Robert Meyer were very patient but we finally went airborne with all cameras recording both video and our audio conversations while aloft. We hope you'll enjoy this when it is posted. (Please be patient; video editing is very time consuming work.) AirCam is such a pleasure to fly. Of course, it performs extraordinarily well with 200 horsepower pushing it enthusiastically into the sky. However, I learned from Phil that in modest cruise, he can reduce fuel consumption to 3.5 gph ... and that's for BOTH engines. AirCam can also fly slowly with full authority thanks in part to its huge vertical fin. It looks right-sized on this aircraft but in my opinion looks aren't what matter. Flying qualities are superb on this aircraft and that big tail is a major reason why. I look forward to tell you more on the VPR. REVO — Speaking of powerful machines with good performance, how about Revo? Hoo yah! I've described Revo as the most deluxe weight shift trike built by anyone and I stand by that comment after experiencing not one but two Revos at Copperstate. Revo is also one of the best performing trikes I've flown. This rig will blaze along faster than 100 mph, the virtual sound barrier for weight shift aircraft. Now in talking to other trike enthusiasts at the event, some said more than $100,000 for a tricked out Revo is too much and that it's too fast. That's fair. If you want something more modestly priced, you have many choices including some desirable aircraft from North Wing and others ... but also from Revo maker, Evolution Trikes. Their single seater Rev, which I have yet to fly, can be had for much less than $20,000 ready-to-fly as a Part 103; many options are available, which will increase cost and move it out of 103 but the point is you have several choices from Evolution. Price aside, even after six years of observing Revo, I remain amazed at the level of detail Larry Mednick and his team have engineered into their top-of-the-line aircraft. The trike carriage is a brilliant melding of art and function but I want to mention the wing. Also their own configuration, some believe a trike this heavy cannot handle well. Indeed, that's been true with several other trikes, but Revo handles with remarkable ease and it's trim systems (pitch and yaw) work beautifully. If you never tried a weight shift, here's one to consider early although it may spoil you for any other model. See more in the VPR when it's ready. In Copperstate Part 2, I'll cover our work on the Kitfox STi, a pair of Slings, and more women in aviation as we look at a special SuperSTOL. Click back soon! Catch one of our first Women-in-Aviation videos with Amy Saunders of Evolution Trikes below ...

Updated 11/5/15 with video at end … We went. We flew (and flew). We shot video … lots of video. Videoman Dave’s dual hand held cameras got a workout as did our six Garmin VIRB cameras. We did more of our popular interviews but we also captured multiple angles on several aircraft as we continue to build our expanding library of VPRs or Video Pilot Reports. Nearly always hard at work on terra firma, Dave went aloft (photo) to get some air and to capture aerial images. Dave took a seat in the twin-engined AirCam with company designer and boss, Phil Lockwood so you can see Copperstate 2016 from the air. Honestly, I can hardly imagine how Dave keeps track of those hours and hours of video much less organize them into the productions you enjoy to the tune of 1.5 million minutes a month of viewing.

Fun, Powerful, Gnarly … that’s AirCam

By Dan Johnson || December 20, 2014 Leave a Comment

This attention-getting "dragon" Air Cam is not Ron Owens' but it might qualify as "gnarly." As the next photo shows, this was a total treatment.

This Air Cam may have demanding duties in remote areas, but that doesn't mean the paint job has to be dull.

What would you like for a Christmas present, perhaps if you won big in a lottery? Well, you're a pilot so I might guess that some airplane has caught your fancy. Me, too. Like most pilots a number of desirable airplanes catch my eye but also like most pilots, I cannot afford to have one of each that appeals to me. High on my list of wished-for airplanes is Lockwood Aircraft's Air Cam. I have quite a few hours flying one example or another. I even earned my multiengine rating in one, as part of an article I wrote years ago. As part of the required hours of training to take the flight check — no written test is involved for a multiengine rating — I engaged an old friend and multiengine instructor, Richard Johnson. An Air Cam owner, Sebring dentist Ron Owen, graciously supplied his Air Cam. Richard and I flew all over central Florida in Ron's plane as I accumulated hours and experience. Richard and I crisscrossed the state at about 50 feet above ground level, often even lower. We flew over long stretches of orange groves barely 10 feet above the tree tops. Being a safety conscious pilot I cannot imagine doing that in, well ... any other airplane I've flown, Light-Sport, ultralight, or general aviation. When Richard and I approached an airport to do some multiengine preparation — to simulate an engine out on takeoff, for example — we had to climb. Yes, climb! After flying around at 50 feet AGL or less, you have to climb to enter the traffic pattern so you can land. Richard joked that we had to ascend to "nose bleed altitude." The online Urban Dictionary offers these synonyms for gnarly: awesome, cool, sweet, rad' (among others). I think these words express my sentiment. Oh, sure, Air Cam is no LSA (too many engines). It's no ultralight (too many seats, too heavy). It's not certified, being a 700 to 1,500-hour kit-built aircraft. Most who look lovingly at Air Cam see it as somewhat costly (though even with two expensive engines it's priced less than many high-end LSA). Regardless, I love Air Cam as one of the most thrilling airplanes I've ever flown. If you haven't sampled it, you have a great experience ahead of you. Of course, you should never do reckless or unsafe operations in any airplane but Air Cam behaves differently than nearly any other aircraft. I have executed a single engine take-off in the machine, just to prove it could be done. I was careful to have plenty of runway and no traffic but most twin aircraft wouldn't — indeed, cannot — even attempt such a feat. When losing an engine in Air Cam, the event is almost hard to notice ... unbelievable, perhaps, but factual. Air Cam can climb 300 feet per minute on one engine. These capabilities make flying low over orange groves an acceptable flight. People who own an Air Cam are as diverse as folks who buy any other airplane. However, I've never talked to a single one who didn't report having "fun," even those who use one for some serious purpose such as aerial photography. Air Cam opens the door to flying you might never try in another aircraft and with foresightful planning, good maintenance, and accommodating weather, you can enjoy an Air Cam in ways that are simply unrivaled. After the National Geographic Society commissioned designer Phil Lockwood in 1994 to create an aircraft to allow photographer Nick Nichols to fly over the Ndoki rain forest in Namibia, Africa, the design has been widely marketed. Nearly 200 are flying around the USA and other countries. Selling points besides twin-engine safety are its slow stall (39 mph), low fuel burn (3.5 gph at 50 mph ... for both engines), and cruise from 50-100 mph. A kit with two Rotax 912 ULS engines will set you back over $100,000 but the smile it can create is nearly priceless. Two hundred horsepower produces stunning flight qualities even those 180-hp Cubalikes can't match. I took a wonderful trip to the Florida Keys in an experience documented in this article. We flew a single engine LSA and it was great fun but we couldn't enjoy the island chain the way you can in an Air Cam, especially one on floats (photo). Recently the company, which often hosts fly-outs for its owners, visited Marathon Key not far from Key West. With those twin engines, and even better with floats, I'm guessing those pilots and passengers saw the islands in ways nearly no one else on the planet has ever experienced. That would make a wonderful Christmas present.

What would you like for a Christmas present, perhaps if you won big in a lottery? Well, you’re a pilot so I might guess that some airplane has caught your fancy. Me, too. Like most pilots a number of desirable airplanes catch my eye but also like most pilots, I cannot afford to have one of each that appeals to me. High on my list of wished-for airplanes is Lockwood Aircraft‘s Air Cam. I have quite a few hours flying one example or another. I even earned my multiengine rating in one, as part of an article I wrote years ago. As part of the required hours of training to take the flight check — no written test is involved for a multiengine rating — I engaged an old friend and multiengine instructor, Richard Johnson. An Air Cam owner, Sebring dentist Ron Owen, graciously supplied his Air Cam.

AirCam Owners Know How to Have Fun

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

I've been on a couple AirCam outings and I have two points about them: (1) Owners of this unusual airplane are often fairly well-off people and see a golden opportunity when invited by the good planners at Lockwood Aircraft; and, (2) These pilots know how to have fun with their airplanes, flying to some delicious locations. Previous fly-outs included Jekyll Island, Heaven's Landing, Cedar Key off Florida's west coast, and the Bahamas. If you don't know AirCam here's a video that gives a bit of the flavor of this amazing aircraft. (I readily admit to a positive bias for the machine as I have had the chance to fly a good number of hours in it and earned my multi-engine rating in one ... but that's another story.) On the two occasions when I've joined the AirCam'ers on their fly-outs (or is that "fly-ins?"), I've discovered that these folks have uncovered some wonderful places. The Lockwood Aircraft folks, led by namesake designer Phil Lockwood, don't just hang out at the airport all day. They aerial tour the location and then visit local restaurants and homes of AirCam friends. Everyone seems to enjoy themselves immensely and the people that buy, build, and fly AirCams tend to be some very interesting folks, in my opinion. With its two Rotax engines of one model or another, these airplanes are not the cheapest kits you can build, however, twin-engine flexibility and security offer enormous appeal. Owning one isn't in my budget nor possibly yours but a partnership could be a swell way to own one if you could make it work. No question, though, AirCam allows flying as you'll probably not do in any other aircraft I can envision. If you have any chance to fly in one, by all means, take it. I predict a long-lived smile following the experience. Next up for Team AirCam's fly-out itinerary is Marathon in the Florida Keys from Thursday to Sunday November 13-16, 2014. If you're an AirCam owner or are considering purchase of one, or just want to go hang out in a great, warm, beachside locale, contact the company and inquire (info at bottom). Demo flights are possible but limited.• Those wishing to fly as a group can follow the company team as they leave Lockwood's base at Sebring airport and fly over Everglades National Park shoreline with ocean crossing at Point Sable. If you do this in most aircraft you'll want altitude for safety; the AirCam'ers will see it much better down low. Once at Marathon, the resort atmosphere offers plenty of fun activities. You can also fly from Marathon around Key West as I did on a Fly/Drive vacation with some friends. You don't have to go by AirCam; other airplanes are invited but contact Lockwood Aircraft. Or you can drive, which I'm told is also a good experience. If my history of joining the AirCam'ers is any indication, the hotel and restaurants they choose will be excellent. While we focus most coverage on Light-Sport Aircraft, light kits, and ultralights, we also have begun to expand our envelope by keeping up with LSA-like aircraft including four seaters from LSA providers. In this spirit, the twin engine AirCam is another good candidate. I have described the flying machine as "ultralight on steroids" because it has clear roots in ultralights such as the Drifter that Lockwood also produces even while it has become very sophisticated and very capable. The latter explains its existence. AirCam was originally commissioned for some very challenging flying in a National Geographic story about Africa where few good runways exist and near-endless jungle seems to reach out to snag an airplane in trouble. After the NatGeo effort, interest developed and has never stopped. Today, close to 200 AirCam kits have been delivered and Lockwood reports a thriving business. Following are AirCam Specifications: Gross Weight — 1,680 pounds (roughly that of a Cessna 150) Wing Span — 36 feet Overall Length — 27 feet Empty Weight — 1,040 pounds Stall Speed — 39 mph (it only looks too big for such a slow speed) Top Speed (Vne) — 110 mph Normal Cruise Speed Range — 50-100 mph Rate of Climb — 1,500 fpm (solo can see beyond 2,000 fpm) Single Engine Climb — 300 fpm (many twins cannot climb on one engine) Fuel & Range — 28 gallons and 340 miles at 70 mph Takeoff Roll — less than 200 feet Landing Roll — 300 feet Exhilaration Factor — off the charts • AirCam demo flight reservations must be made with Robert Meyer by November 6th. He advised, "These will be on a strict schedule and limited to those willing to sign a contract and give a deposit afterwards." If interested, email Robert or call 863-655-4242.

I’ve been on a couple AirCam outings and I have two points about them: (1) Owners of this unusual airplane are often fairly well-off people and see a golden opportunity when invited by the good planners at Lockwood Aircraft; and, (2) These pilots know how to have fun with their airplanes, flying to some delicious locations. Previous fly-outs included Jekyll Island, Heaven’s Landing, Cedar Key off Florida’s west coast, and the Bahamas. If you don’t know AirCam here’s a video that gives a bit of the flavor of this amazing aircraft. (I readily admit to a positive bias for the machine as I have had the chance to fly a good number of hours in it and earned my multi-engine rating in one … but that’s another story.) On the two occasions when I’ve joined the AirCam’ers on their fly-outs (or is that “fly-ins?”), I’ve discovered that these folks have uncovered some wonderful places.

AirCam Fly-in at Beautiful Heaven’s Landing

By Dan Johnson || June 22, 2014 Leave a Comment

The landscape around Heaven's Landing is beautiful but rather forbidding to low-level single engine flying. AirCam can loiter easily and can slow into the 35-knot range to allow full scenic absorption. See full AirCam specs.

At one of the company-organized AirCam fly-ins, a collection of colorful and powerful twin engine aircraft gathered at Heaven's Landing, a beautiful airpark development in the Northeast Georgia mountains.

Lockwood Aircraft has been working on a full enclosure canopy for AirCam; here you see the prototype. It can be removed in 30 minutes.

Phil Lockwood (front) and Robert Meyer (not shown) gave many sales demonstration flights and offered area rides to others in one of the very few airplanes that will allow flying, safely, at low levels over densely tree covered terrain.

Company fly-ins are surprisingly rare despite offering a useful tool to propel new sales, to stimulate interest and camaraderie among existing owners, and to invigorate enjoyment of flying machines. This message became more obvious as a number of people joined a group of AirCam owners at Heaven's Landing, an airpark in northeast Georgia that is surrounded by hundreds of acres of densely forested nature managed by the U.S. Forest Service. Mountains rise to 3,000 feet above sea level and form an undulating landscape of tree-covered slopes. Such an area is perfect for an aircraft like AirCam that so excels in low-level flying. Indeed, I cannot think of another aircraft I would willingly fly over terrain where landing areas are so sparse. For those who do not know, AirCam is essentially a grown-up ultralight with twin pusher engines that can easily climb — even take off! — on only one of its two powerful engines. At 1,680 pounds and with two Rotax 912 engines producing 200 horsepower, AirCam is so potent that it can ascend at 2,000 feet per minute at full thrust and can still climb nearly 500 fpm with one engine idled. As one owner explained, AirCam operates at roughly the gross weight of a Piper Cub, which once flew with only 65 horsepower. In another comparison, AirCam is barely heavier than a Cessna 152, which has half the horsepower. AirCam is produced by Lockwood Aircraft, one of several companies that share the last name of principal Phil Lockwood, a man known widely for his airshow seminars that demonstrate his encyclopedic knowledge of powerplants especially the Rotax line and particularly the 9-series. As he operates the largest service center for the Austrian engines, Phil has often been involved in the manufacturer's investigations of new engine models, lubrication products, service techniques, and more. His steady pursuit of knowledge for the 9-series engines has made him a leading global expert who is highly sought-after for his mastery of the subject. Of course, regular readers will recognize that with its twin engines and higher weight, AirCam is not a Light-Sport Aircraft. Indeed, it can only be bought as an Amateur-Built kit and you'll need at least a Private Pilot certificate with multiengine rating to fly one. Before FAA changed their mind (they reportedly will no longer grant an ME rating flying only in AirCam), I was able to earn my multiengine rating in an AirCam including taking the check ride. It must be one of the very easiest multiengine aircraft in all of aviation; the unlikely loss of an engine is so easily managed and the airplane performs so well on a single engine that winning the ME rating in one is almost cheating. However, this makes the flying machine highly enjoyable and inspires a great sense of safety. About a dozen AirCam owners flew in for the Heaven's Landing event include three from Florida, about a six-hour flight. As I assisted the company prepare for a new video, I interviewed owners and others who had just taken an AirCam flight. In my regular video taped conversations with pilots I often have to remind them to smile and show their enjoyment. While I understand many folks get nervous with a camera trained on them, the AirCam'ers appeared naturally motivated; everyone smiled often and especially when asked how they enjoyed the flight or their ownership. Their enthusiasm is infectious which probably explains one reason why Lockwood Aircraft can host a succession of AirCam fly-ins that are well attended. You can get some sense of their enjoyment by watching a company video. If you've not seen one of these productions I encourage you to check them out. AirCam videos are polished and professional efforts with flying scenes you won't see from other companies. Go to their website for a taste or find the company's exhibit at airshows where they regularly have a large screen looping a BluRay DVD. Company pilots Phil and sales director Robert Meyer flew prospective customers and others all day long for two days, logging enough such flights to wear out most pilots. It was worth it, though, as they gained a couple solid sales and stimulated interest from others that may decide later. The location of Heaven's Landing gave Phil and Robert an excellent venue to show AirCam as one of the very few airplanes that will allow flying, safely, at low levels over densely tree covered terrain. If you love sport flying and you've never considered an AirCam — which can be built for $130-150,000 — you might want to attend an AirCam fly-in and sample this special machine. AirCam is a kit that sells for more than $100,000 with engines (that are worth around half the total) but it is singular in its capabilities and the company is so respected for its quality and service that Robert reported selling 16 AirCam kits in the last nine weeks. Any company would love to match such a performance. More than 150 AirCams are flying and the demand is such that used, finished examples command near-retail prices that show how well they retain their value. Take a run down the line of AirCam assembled at Heaven's Landing in this video.

Super Drifter 912 Is Back Home

By Dan Johnson || November 7, 2012 4 Comments

Things can change and yet stay the same. You can comprehend this paradox by considering the tandem 2-seat Drifter. Drifter production is under new management by someone many regard as a "rightful owner." Yet the basic flying qualities of the Drifter design are basically unchanged. As 2007 started, Phil Lockwood again has all rights to the Drifter as part of a design, tooling, and inventory deal that rescued the Drifter and 2-seat twin-engine Air Cam from an uncertain future with investor Antonio Leza, who ran the operation for a few years. Lockwood is associated with the Drifter due to his many years of work with the design. He once worked for Maxair proprietor Denny Franklin who pioneered this enduring shape. In the rough and tumble days of early ultralights, Franklin lost control of Drifter ownership and for a time the design wandered. More correctly, the new owners failed to take the Drifter forward and instead merely exploited its popularity. Fortunately the airplane persevered. The Drifter ended up in production by Leza, or Leza-Lockwood as the Sebring company was first known.

FOUR-STROKE POWER - The Drifter on straight floats performs beautifully with the 81-hp Rotax 912. Though it adds weight, Lockwood's team has done a great installation of the 4-stroke powerplant.

Now as Lockwood resumes control of the Drifter and Air Cam, Franklin remains a major part of the new operation. So while things have changed dramatically for the Drifter over the years, the airplane continues to fly well and to give enjoyment to those who own them. And it now appears once again in a highly stable ownership situation. One of our airborne photos captured Jeff Hudson's amphibious Full Lotus float-equipped Drifter that has 4,000 hours of airframe time accumulated over the past 11 years. Another photo shows a straight Full Lotus float Drifter in Tony and Adriel Anderson's Miami operation that has 5,000 hours on it. And a Cancun, Mexico, banner-towing operation run by Luis Barocio helped one Drifter amass a remarkable 10,000 hours of service. Such stories are not uncommon, proving the statement, "Drifters work!" Drifter Renewal Clearly prized for its ability to deliver training flights, the Super Drifter 912 shows refinement and features that make it an advanced-generation ultralight worthy of moving forward in the age of light sport aircraft (LSA). How is this Drifter 912 different from the Drifter flown in the late 1990s? According to Franklin the new 912-powered version is a significant redesign of the earlier models. Numerous changes were required to allow fitting the heavier Rotax 912 situated at the rear of the wing.

CELBRITY DRIFTER PILOT - On a lovely winter day in Miami, Latin singer Enrique Iglesias (son of Julio) takes a photographer aloft. When not performing or composing, the younger Iglesias enjoys flying a Drifter on floats with support from Ultralight Adventures.

An extended boom tube and fuselage pan positions the front seat 5 inches further forward to better offset the weight of the 912. It also cures a light nose associated with the first 912-powered Drifters. Franklin said, "The entire fuselage was beefed up to accommodate the higher weight of the 912." The changes include sleeving to better brace the main boom, which remains the same diameter. Landing gear legs were also beefed up. All this extra metal does boost the weight a few pounds, he admitted. Despite the strengthened airframe, a 912-powered Drifter is much lighter than common LSA. An empty Drifter comes in under 500 pounds compared to many LSA that weigh more than 800 pounds. Any experienced pilot will tell you that the lighter plane will handle, take off, and land much differently. The Drifter can deal with the extra pounds because it has larger wings. The Super Drifter has 10 square feet more wing than the 2-stroke powered Drifters. The extra wing area comes from a wider aileron. When the chord went from 8 to 12 inches, it added 4 inches across the entire span. Ailerons were shortened spanwise to allow flaps. Lockwood's 912-powered Drifter also is the only model that comes standard with flaps (though you can order a flap kit for a Rotax 582 Drifter). This heavier Drifter (compared to, say, a Rotax 503 version) has hydraulic brakes and aircraft tires just like the more expensive LSA. Flaps are standard on the Drifter 912. "It also has complete instrumentation and a stainless steel exhaust for the 912 engine," adds Franklin. And, as with all Rotax 912 engines, electric starting is standard gear. Franklin also referred to a new, wider tailwheel that works better in places with sandy soil as is found throughout Central Florida. During the Drifter's "drifting years," Lockwood kept customer support alive. He also developed flaps for the Drifter, not as an employee of the manufacturer but as Lockwood Supply. While creating flaps to assist floatplane operators, Lockwood also made subtle changes in the airfoil. "We tried many different shapes," Lockwood recalls and finally came up with a unique airfoil featuring undercamber. It worked well enough that the same airfoil was used on the Air Cam. Even though Lockwood was keeping the Drifter alive with his developments, others tried to "improve" the aircraft while the Drifter design struggled in the very late 1980s. An Australian company, Tiger Aviation, tried struts instead of cable bracing in an attempt to interest general aviation pilots. With various other additions intended to make it appeal to the Cessna set, their Drifter SB got heavy and flew like a truck. Tiger Aviation's Drifter SB had a much higher windscreen; again for the general aviation pilots the Aussies hoped to attract, but the nose pod of the Lockwood Drifter 912 is fuller on the sides, reducing windblast to the rear seat. The American reintroduction of the Drifter has a lower windscreen than the Down-Under version.

HIGHLY EXPERIENCED - After the Sebring 2007 LSA Expo, Phil Lockwood (front seat) went aloft with Jeff Hudson, who, despite being a long-time Drifter instructor, appears relaxed and along for a pleasure flight in this case.

Lockwood's 81-hp Rotax 912 Super Drifter 912 is nearly 100 pounds lighter than the strut-braced version and flies with more agility. Bracing cables may strike some pilots as old-fashioned, but viewed aloft they become almost invisible while struts stand out obviously. If you can see them, so can the wind. Cables also add more rigidity all around which, Phil notes, tends to make the tail more effective via wires connecting boom to wings. Proven by waterborne use by Hudson, the Andersons and Barocio, the Drifter 912 comes set up so you can add regular or amphibious floats. An engineered location for the rearward float attachment is found near the engine downtube supports. Why We Fly Ultralights I've been fortunate to fly with all of these folks except Barocio (you are required to have a Mexican Commercial license to fly in Cancun). Each has become highly experienced in flying a Drifter from water. Still another Florida pilot checked me out in the Drifter 912. An old friend from hang gliding days, Richard Johnson is a pioneering aviator in the Sunshine State. A former professional water-skier and businessman, he and a Japanese partner have been selling water-skiing goods to Japan. Johnson has accumulated almost every FAA rating in the books and has flown several of Fantasy of Flight's most unusual aircraft. His logbook is full of entries for aircraft most pilots have never even seen. After familiarizing me with the Super Drifter 912's cockpit, Johnson yielded the front seat to me and hopped in the rear. I didn't require much encouragement to return to a seat with one of the best views in all of aviation. It has been called "flying on the front of a pole." With the wings behind you, some pilots feel deprived of an aircraft reference. I loved it, as will most experienced ultralight pilots. Entry to the front has some challenge mainly because no step was fitted to help. Instead, I followed Johnson's technique, which involves starting on the left main tire and swinging your left foot up to the sturdy floor pan of the Drifter. During this entry process, I found it handy to use the trio of support tubes aft of the seat; they offered a firm and sure brace while I slipped into the seat. The flap lever offered three positions beyond neutral and Johnson suggested the use of one notch for takeoff. When you use full flaps for landing you get a significant nose-down attitude. The Drifter uses 4-point seat belts, which help people feel comfortable in this out-in-front-of-everything airplane. One drawback of such secure restraints is that I could not reach the switches on the instrument panel with the shoulder belts fully tightened. Since the seats don't adjust, the distance to the pedals and joystick cannot be varied once the kit is constructed.

READY TO TEACH - Posing in the afternoon sun at Miami instructor Tony Anderson's home base, this Super Drifter 912 is clean and ready for students. Note the instruments installed at the rear seat, plus the BRS emergency parachute and storage compartment under the floor pan.

Johnson reported visibility from the rear was better than many tandems he's flown, certainly the enclosed ones. After twisting the key to fire up the 912, we taxied for takeoff. I was again reminded of the immensely wide view. Taxiing the Drifter is like riding a motorcycle; you can see everything. Ups and Downs Launching the 81-hp Super Drifter 912 is an exciting affair. Thanks to the stunning thrust of the 3-blade Rotax 912, I found it unnecessary to use full throttle for takeoff even with two persons on board. We probably weren't quite at full gross but Johnson and I only required 5,000 rpm to lift off easily. Airport neighbors like the muted noise. After maneuvering around the practice area for a while, we headed back to South Lakeland Airpark for some touch and goes. I rapidly found it was easy to make landing approaches at 40 mph, speeding up slightly as we neared the ground in order to assure sufficient flare energy. With the powerful 912 engine, the Drifter's slow-speed behavior assures you can get into some pretty small fields. Flaps come standard on the 912 model, yet Johnson demonstrated a fairly steep slip, which showed that the Drifter can perform this maneuver well even though it has limited fuselage side. Slips and flaps give great approach path control. Despite the Super Drifter 912's overall ease of operation, I experienced some challenge to make smooth landings because I simply did not want to lower the nose as much as was needed. This may be an effect of sitting forward of most portions of the aircraft structure and is something for which non-Drifter pilots need to be aware. When Johnson demonstrated a single main wheel touchdown, it felt like we were going to stick the nose in the ground. (We didn't.) Based on Johnson's exquisite one-wheel landing during which he used a little bit of power to facilitate the maneuver, I concluded that a bump of the throttle on the landing touchdown would help new Drifter pilots (and some flight reporters) make smooth landings.

SEAT AVAILABLE - Adriel Anderson has flown some 5,000 hours on a single Drifter (in addition to others), making him a great resource for students taking instruction. Their Website has a great video of a Drifter flying in Miami.

Easy to Handle Overall, the Super Drifter 912's handling is reasonably light to the touch and responsive enough for most pilots. No one would call the roll rate fast but for training and many other recreational flights, the Drifter's roll rate will prove to be just about right. I was quickly able to do Dutch rolls that were well coordinated but not to very steep angles. Pitch forces are light enough that you'll never miss a trim control. The Super Drifter, despite more weight, handles well. The larger, more refined wing is part of the reason, but the move to flaps and ailerons was another contributor. Two-stroke Drifters have full-span ailerons where the Super Drifter has its aileron surface at the tips. Since this is where most work is done and given their larger size, the Super Drifter retains much of the same control feel as its lighter siblings. I did manage to discover that during takeoff, use of all 81 horsepower could cause you to run short of right rudder range. This may require some adjustment to a fixed rudder trim to dampen the 912's power, but based on my experience, I can scarcely imagine a situation where you might actually need to add full power to launch unless you were operating at very high elevations. As Lockwood observes, "You can use full power and control it, but you need to lead with the rudder." Like most transitioning pilots I was slow in rudder application so I had to back off the power to regain yaw control. And though a couple of 100-hp Drifters have been assembled, Lockwood agrees that 81 horses are more than needed. Even an amphibian Drifter at full gross performs strongly with the less powerful Rotax 912 engine. Johnson and I cruised around Central Florida enjoying a fine day of flying at a leisurely 70 mph. For me, this is plenty of speed. The Super Drifter 912 may have buckets of extra power, but still flies like an ultralight. Even with the big engine, Lockwood has set the never-exceed speed at 85 mph. The design was never meant to be a speedster. The Drifter 912 exhibited a surprisingly good sink rate, especially for an ultralight of this weight and size. The day was full of thermals, but I was able to factor out the lift to record a sink rate less than 400 fpm in a couple of long descents, an excellent figure. In a related test of performance it appeared that only 4,000 to 4,100 rpm was needed to sustain altitude. The cylinder head temperature ran so cool (120°) that I began to wonder if the gauge was even working. I was assured this was normal. Flying low over the fields we were able to sustain airspeeds as slow as 45 mph, which dropped below 40 mph by using full flaps. Many aircraft that add the Rotax 912 and are flown with two occupants can't explore this enjoyable realm of ultralight flying. I don't believe I've ever heard anyone criticizing the stability of the Drifter series. My investigations have always found the design very predictable. Of course, I generally don't do radical maneuvers. Using normal attitudes and some aggressive control inputs, I found the Super Drifter 912 maintains its good behavior. Only some burbling at the prop and some stick shaking revealed power-on stalls, but none of my trials saw the nose break. I found only a modest break when performing power-off stalls. Accelerated stalls done to the left merely dropped the right wing and straightened out. Accelerated stalls to the right acted like a power-on stall, resisting without breaking over. You can get in trouble with any airplane, but the Drifter will be more forgiving than many. Flying and Buying The Super Drifter 912 is similar to many ultralight trainers that made the exemption weight: in the future it will probably have to be a kit-built aircraft licensed Experimental Amateur-Built. That means some with a Sport Pilot certificate or better can take a friend and fly all over the country. But you will not be able to train for hire nor rent a Drifter after January 31, 2010, and that long only if you register an ultralight exemption trainer as an Experimental light sport aircraft (ELSA) by January 31, 2008. Lockwood and his team have not determined if they will pursue SLSA status. "We're not looking at that at this time," says Lockwood. "But we have seen plenty of interest in the kit-built model." Plus, those operating in active schools can easily get enough value out of a Super Drifter 912 operated under the 2-seat training exemption through January 2010. At that time, the school could sell the plane to a student, likely recovering most of their investment. "A well maintained Drifter holds its value quite well," reports Lockwood. Buying a Rotax 912-powered Super Drifter is remarkably well priced at $32,575 for the aircraft and engine. Compared to many light sport aircraft that use this same engine but are priced about three times as high, the Super Drifter 912 is quite a value in a very well proven design. The Rotax 912 can go 1,500 hours before an overhaul. It sips fuel quite slowly for its 81 horses of power. It runs quieter and introduces less vibration than a 2-stroke engine, and the airframe has been engineered to handle the big power. Still, $35,000 (with instruments and selected accessories) may seem expensive to ultralight pilots spoiled on $15,000 Quicksilvers. That's the price of 4-stroke power. A Rotax 503-powered Drifter that costs less is also a whopping 110 pounds lighter (385 pounds empty), which further improves handling and sink rate performance. You won't climb as fast with two on board (about 500 fpm with the 50-horse 503), but 2-seaters are often flown solo and a Rotax 503 is plenty of power for single-place operations. Maxair founder Denny Franklin pioneered the Drifter many years ago, at first with a tiny little Rotax 277 (which worked great, by the way) after a few initial Drifters were built with 35-hp Kawasaki 440 engines. By comparison, a Super Drifter 912 seems massively overpowered, but the design remains a workhorse with excellent beginner flight characteristics. If you run a flight school and need a dependable ultralight to work hard for you until the January 31, 2010 deadline, a Super Drifter 912 may be the perfect choice. Or, if you're merely a pilot who wants to have a little fun flying in a dependable machine for a reasonable price, the Super Drifter 912 deserves another look, especially now that Phil Lockwood is again running the show.

Published in Light Sport and Ultralight Flying

Empty weight	495 pounds
Gross weight	1,000 pounds
Wingspan	30 feet
Wing area	160 square feet
Wing loading	6.25 pounds per square foot
Length	22.5 feet
Height	9.5 feet
Kit type	Assembly kit
Build time	50-300 hours
Standard engine	Rotax 912
Power	81 hp at 5,500 rpm
Power loading	12.3 pounds per hp
Cruise speed	75 mph
Never exceed speed	85 mph
Rate of climb at gross	1,000 fpm
Takeoff distance at gross	200 feet
Landing distance at gross	200 feet
Standard Features	Rotax 912, electric starting, all stainless exhaust, flaps, ASI, altimeter, CHT, oil pressure, oil temp, Hobbs meter, tachometer, dual controls, nose fairing, dual 5-gallon fuel tanks, wide aluminum wheels, aircraft tires, hydraulic brakes, 3-blade Warp Drive propeller.
Options	Straight or amphibious floats, ballistic parachute system, other props and prop leading edge treatment.
Construction	Aluminum airframe, spring steel landing gear, presewn Dacron® wing coverings, fiberglass nose fairing. Made in the USA.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Ownership of the Drifter is back in familiar hands (see article). In light sport aircraft (LSA) age, the Super Drifter 912 adds 4-stroke value without affecting the basics of this ultralight design. More than 1,000 Drifters reported flying. Design retained cable bracing; lighter weight and greater rigidity than struts.

Cons - Pilots interested in LSA may not like sitting on the end of a boom, though ultralight enthusiasts probably love it. Some pilots will regard the Drifter as a dated, older design. Must be assembled from a kit, which complicates resale and adds owner liability.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - The Drifter has always offered effective flaps; easy to deploy with lever alongside pilot's thigh and comfortably reached. The Drifter 912 is well equipped (though 4-stroke engine adds considerably to cost). Stick-mounted, mini-hydraulic brake system is quite powerful. Engine access is excellent, no cowl.

Cons - Since the Drifter can fly two people with a 50-hp Rotax 503, the 912 seems much more engine than needed. No instruments installed for the rear-seat instructor, but you can carry any system you can afford; allowed when amateur building.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - If you like wide-open visibility, the Drifter is a great choice. Four-point seat belts front and rear, especially appreciated in such a boom-and-floor pan construction. Adequate instrument panel with T-panel suffices for ultralight flying. Entry is reasonable, especially to the aft seat where other tandems are difficult.

Cons - Some pilots do not like the openness of a Drifter and when flown solo from the front, structure around you won't help acclimate. Entry to the front around the wider pod requires a technique. Rear-seat occupant is subject to considerable wind buffet. Seats do not adjust in flight.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Superb visibility from the front seat to spot traffic. Hydraulic brakes were quite powerful on land version. Spring steel gear offered good shock absorption even with the heavier 912 engine and two occupants. Good ground clearance. Prop well protected by floor pan.

Cons - Land version is a taildragger and therefore not for everyone. The tailwheel was rather small on Florida's sandy soil (though a larger tailwheel is optional). Suspension is limited to gear leg flex and tire inflation. No differential brakes, though they're hardly needed.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - The Drifter visibility is unparalleled in aviation. Low landing approach speeds (40 mph) allows entry to small fields or lakes. Flaps are highly efficient and easily deployed. Slips proved surprisingly effective given the small side area. Short ground roll with the Rotax 912.

Cons - The Drifter 912 is ultralight like and can dissipate energy in ground effect; this requires better flare timing and technique (though the Drifter lands very short). No other negatives.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - While not fast, controls offer plenty of authority for crosswind operations. Response rate is about perfect for training flights. Controls were well rigged and had reasonable pressures. Steep turns went well as the Drifter holds the turn with little input. Precision turns are easy, too.

Cons - The Drifter 912 does not have a fast roll rate (though good authority); Dutch rolls worked well only to shallow angles. Full power on takeoff can cause you to run out of rudder range to counteract it. Lack of visual references in the front seat takes some acclimatization.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - More powerful Rotax 912 yields better fuel economy than the lower powered Rotax 582. Climb is breathtaking. Robust airframe has survived challenging duties in many locations. Design has long proven itself on floats. Low-over-the-field flying goes well with flaps deployed. Sink rate is excellent.

Cons - By design the Drifter is not a speedster (an open-cockpit wouldn't be very comfortable at fast speeds), so the big 912 engine only adds to climb and takeoff distance performance. Plus, powerful engines cost significantly more; a Rotax 912 costs three times as much as a Rotax 582.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Power-off stalls broke but very predictably with fast, almost automatic recovery. Power-on stalls only discernible by a tail buffet. Accelerated stalls often dropped the high wing and leveled out quickly. Longitudinal recovery from level flight was fast and straightforward, no doubt due partly to a long coupled tail with large area.

Cons - Drifters have long been fitted with emergency parachutes. Typical high thrust line response lowers nose pronouncedly on power addition (opposite of most certified aircraft). Deck angle gets extremely steep in full-power stall practice. No other negatives.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - In a LSA world full of Rotax 912 engines, the Super Drifter 912 fits in well using this reliable 4-stroke Rotax 912 powerplant. Strong, durable airframe that has done heavy duty for years; several Drifters have thousands of hours and at least one more than 10,000. Highly recognized design; helps resale values.

Cons - The Drifter 912 is much more expensive than a 2-stroke-powered model (though those are still available). If you sell your Drifter it may take somewhat longer than a more conventional, enclosed aircraft (though a good following will help sell any well-maintained examples).

Things can change and yet stay the same. You can comprehend this paradox by considering the tandem 2-seat Drifter. Drifter production is under new management by someone many regard as a “rightful owner.” Yet the basic flying qualities of the Drifter design are basically unchanged. As 2007 started, Phil Lockwood again has all rights to the Drifter as part of a design, tooling, and inventory deal that rescued the Drifter and 2-seat twin-engine Air Cam from an uncertain future with investor Antonio Leza, who ran the operation for a few years. Lockwood is associated with the Drifter due to his many years of work with the design. He once worked for Maxair proprietor Denny Franklin who pioneered this enduring shape. In the rough and tumble days of early ultralights, Franklin lost control of Drifter ownership and for a time the design wandered. More correctly, the new owners failed to take the Drifter forward and instead merely exploited its popularity.

Grand LSA News Wrap-Up… Pre-Oshkosh

By Dan Johnson || November 7, 2012 Leave a Comment

Cessna's Discover Flying team and their numbered Skycatchers: From left... Ed Honey (dispatcher); Conor Dancy; Luis Acosta; Jen Scanlan; Ben Alimena; Zoe Cunningham; Chris Rogers; Luke Patterson; and Taylor Breum.

Breezer Aircraft USA moves to the Sun 'n Fun campus.

One of each: the new Rotax 912 iS is installed on one side while the familiar 912 ULS remains on the left of Lockwood's AirCam.

Yowie! This airplane can almost jump off the ground. See it at Oshkosh. photo by Randee Laskewitz

The popular and versatile Lotus Floats have a new home and improved service.

Allegro gains support of more leaders in North Carolina.

CESSNA'S DISCOVER FLYING I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun 'n Fun 2012 where she confirmed the Wichita giant's support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy's Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** "We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public," explained Tracy. Keep up with the 8+1 at Big C's Facebook page. It's great to see Cessna's dedication to their littlest airplane and we wish them huge success at finding more, younger pilots. |||| BREEZER AT LAKELAND In early July, Breezer Aircraft USA, announced they entered into a five-year lease with Sun 'n Fun to move their flight training and related aviation services to the SnF campus at the Lakeland, Florida airport. Breezerites will headquarter in Hangar B, familiar to airshow attendees as part of the indoor displays. *** This is part of the vision that airshow boss John "Lites" Leenhouts has for making SnF into a seven-day-a-week, year-round destination, instead of just a once-a-year event. *** Along with their flight training ops, Breezer USA plans to offer builder's assistance for their Breezer II kits and will offer Rotax maintenance. They'll be joining Pilot Mall and the Seaplane Pilots Association on the SnF campus. Breezer USA chief Mike Zidziunas — pronounced by most folks as "Mike Z" — said, "We've been working on this plan for many months." At a "Fire Hub" event in late June, he was pleased to forecast the arrangement "...any day now." *** Mike Z also plans to work with students of the Central Florida Aerospace Academy at Sun 'n Fun, to have a hands-on program allowing students to obtain their A&P Certificate by the time they graduate from high school. Mike Z is an A&P with a Light Sport Repairman Rating, a certified Rotax Mechanic and importer of the Breezer II Light-Sport Aircraft. Contact Mike at 941-915-8883 or send him an email |||| FIRST U.S. ROTAX 912 iS INSTALLATION? So far as I know the very first Rotax 912 iS got installed and it will work side-by-side with its older brother, the ubiquitous 912 ULS. How's that? They are both installed on an AirCam (one of my favorite flying machines and the aircraft I used to obtain my multiengine rating). Proprietor Phil Lockwood and his Lockwood Aircraft team are completing the new installation, which other manufacturers have observed is a significant project. This should provide a superb test bed as AirCam can operate exceedingly well with either engine. *** One of Phil's top lieutenants is John Hurst, an electronics guru who has been hard at it for a year to totally redesign the Lockwood website. On my recent visit to Sebring to plan for the 2013 Expo, he gave me a brief review on my iPad (it works best in landscape mode). The navigation is vastly improved but of great interest to many mechanics or homebuilders are exploded-part drawings that themselves explode into detail views. You can zoom in so far that every nut and bolt seem to jump off the screen. The Lockwood bunch are like the Energizer Bunny, always moving and improving. I don't know how you do it, guys and gals, but keep on flyin'. |||| JUST AIRCRAFT'S EXTREME(ly) COOL AIRPLANE Speaking of flying, you never know what Troy Woodland might be cooking up at Just Aircraft. How about something, umm... genuinely extreme? Come to think of it, they haven't settled on a name for their new aircraft and Extreme rather fits the bill (even if it has become a bit overused). *** Their newest creation, which we just saw at Just in prototype form, is looking good and standing tall... quite literally on its huge tires and what seemed to be mile-long gear legs. Troy's business partner Gary Schmitt showed me a video of them drop testing the Extreme (or whatever it may be called) four-plus feet without any obvious damage or deformation. To those that have no experience with such tests that may not sound too high, but I've observed such tests in my days with BRS parachutes and I'm here to tell you that is huge! Commonly such test are done at two or even one foot. *** The giant tires and gear combine with automatic leading edge slats. Not fixed slots, these slats hinge sideways in two sections — inner and outer wing elements — to allow the bird to take off in something like two fuselage lengths. To assist, the flaps are elephant-ear sized, dropping to 40 degrees, which means the tail feathers also had to be enlarged. All this is a work in process and I'm spilling the beans a bit so don't hold me or Just Aircraft accountable, but what a so-cool project! *** The two section slats allow the inner section to slap closed before the outer, which means control stays effective even at ridiculously slow speeds. All this is great for the shortest imaginable takeoffs and landings and that's a good thing given Just's truly extreme factory runway. Right outside the factory is a parking lot leading to a 400-foot grass runway on a slope inclined enough that you could nearly foot launch a hang glider. Crazy? Not at all, as I witnessed young pilot John von Kaenel take off and return like it was any runway (well, assuming good preparation and technique). Hopefully attendees can watch demonstration flights of the extreme new Just at AirVenture 2012. |||| LOTUS FLOATS FINDS NEW HOME After years in the aircraft float business, the developer of inflatable Full-Lotus floats decided to focus on non-aviation products. Design rights, inventory and production tooling were sold to Aircraft Floats Manufacturing, Inc. (AFM), The Canadian company will continue producing the standard line of Full-Lotus floats and has started deliveries of floats as well as replacement parts for maintenance and repairs to existing owners. The company will soon start introducing type-specific rigging instructions for a variety of popular aircraft designs, something not previously offered by Full-Lotus. *** The one-of-their kind Full-Lotus floats are a lightweight, robust, air-inflated system introduced in 1985 for ultralight aircraft and since adapted for general aviation use. The design uses multiple bladders inside a tough vinyl casing with polycarbonate protective shell. "The result is a float system that can be beached on rocky shores without worry and that can bump most submerged objects at taxiing speed without damage," reported AFM. Inflation provides a shock-absorbing capability unique to aviation floats. *** AFM's new production facilities are located on the Huronia Airport (CYEE) in Midland, Ontario, next to Zenair Limited, the well-known kit aircraft manufacturer. Visit AFM's website, call 705-526-4537, or send email. |||| LSA AMERICA / ALLEGRO MOVES Wrapping our tour of LSA news, we look at another move for the U.S-based producer of the Allegro Light-Sport Aircraft. LSA America, which has already made one landing in Halifax County, North Carolina, "prepared for another flight today that will bring the company to the Halifax-Northampton Regional Airport," reported owners Doug and Betty Hempstead. The company will move from its current location in Littleton officials said at a recent groundbreaking ceremony at the new location. *** Halifax County Board of Commissioners Chairman James Pierce told the audience the company plans to build a 16,000-square foot manufacturing facility at the airport. "While the Littleton site works well, the airport needed to promote the business side. The [new] location is a great business opportunity." Pierce noted that LSA America's move is important to the community because it will create 34 jobs within two years. "We're excited about the opportunity to partner with LSA." You gotta love when politicians boost aviation so congratulations to Doug and Betty... and that's our news for now. We're traveling to Oshkosh for much, much more, so stay tuned to ByDanJohnson.com!

CESSNA’S DISCOVER FLYING I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun ‘n Fun 2012 where she confirmed the Wichita giant’s support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy’s Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** “We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public,” explained Tracy.

Doing What You Cannot Do in Most Aircraft

By Dan Johnson || October 24, 2011 Leave a Comment

Air-Cam N912LA looks (and is) completely airworthy after suffering major damage in the Tornado that hit Sun 'n Fun 2011. photos by Randee Laskewitz

For most, like passenger and friend Pat Lehotsky, flying in an open cockpit airplane is extremely rare; a tiny fraction of the population will ever experience anything like this. photo by Randee Laskewitz

Fall at Jekyll Island was much better for Air-Cam N912LA than spring at Sun 'n Fun, where a Tornado turned the twin-engine aircraft into a pile of tubes and fabric.

The Jekyll Island Club main buildings seen from Air-Cam. photo by Randee Laskewitz

My good friend and Air-Cam developer, Phil Lockwood, likes to hold fly-outs for his customers. More than 160 kits have been delivered and built; each fly-out has attracted several of these owners. Phil and his Lockwood Aircraft associate George Weber have invited me several times but I've had to miss earlier gatherings for owners of this iconic "twin engined ultralight" (it isn't really an ultralight but has its roots in that category). For once I got to attend. The destination was the beautiful Jekyll Island resort area of Georgia; it's near St. Simons Island, another popular vacation destination. *** On a stunningly beautiful day, I was privileged to take my wife and two friends aloft for 30-minute tours of the Island. This was great fun for all. But what made it especially interesting is that I did this in N912LA, one of three Air-Cams badly trashed by the tornado at Sun 'n Fun 2011 (photo). In an effort typical of the hard-working staff at Lockwood Aircraft, this and two other Air-Cams were returned to flight after looking like a crumpled pile of tubing and fabric. *** The Air-Cam is neither ultralight nor Light-Sport Aircraft but it acts like either one in some ways. For touring an idyllic setting like Jekyll Island, Air-Cam allows what you would be unlikely to do in any other airplane with which I'm familiar. Air-Cam, in which I obtained my multi-engine rating, flies so well on a single engine that you can fly low over marsh lands or stray over the ocean in near-certain safety. I have successfully taken off (solo) in Air-Cam with one engine at idle thrust; this is something you never consider trying in other twin-engine aircraft. If you lose an engine in flight at almost any attitude or altitude you can barely discern you've lost an engine, far different from the workout most twin-engine aircraft will give you after an engine quits. *** Air-Cam is so confidence inspiring at 50-200 feet off the surface that such becomes the standard cruising altitude on site-seeing missions as we flew over Jekyll. We literally had to climb to cross bridges, to allow the safe altitude mandated by FAA while flying above people on the surface. We also climbed to enter pattern altitude... yes, climbed. These amazing flight capabilities are backed by Lockwood's legendary maintenance. I've known Phil for decades and if he says an airplane is right, I ask no more questions. His word is gospel in matters of maintenance. *** Not only was the flying experience wonderful, we discovered those Air-Cam'ers really know how to pick excellent destinations. We stayed in the Jekyll Island Club hotel, an early 1900s facility kept in marvelous repair. It was pricey but worth the money. Twice we dined at hotel restaurants for some of the tastiest food any of us has enjoyed.

Super Drifter: New Tail for Oldie-but-Goodie

By James Lawrence || June 5, 2011 Leave a Comment

Lockwood Aircraft's Super Drifter open-cockpit kitbuilt plane, the resurrection of the Drifter design that was the basic concept for Phil Lockwood's AirCam twin-engine airplane, (a unique camera platform first created for National Geographic), is getting a new set of tailfeathers. *** I first flew a Hummer ultralight, designed by Klaus Hill, back in the fall of 1980 at Crested Butte, CO. It belonged to hang gliding pal Gil Kinzie. *** We were in CB for a soaring contest and he let several of us fly it, though most of us had no general aviation training. Ah, those wild and wooly days of free flight. *** As such, the Drifter was one of the very first viable ultralights and presented a unique flying feel to its pilots: you sat out on the end of a long fuselage keel tube with everything - wings, motor, wheels - behind you! *** Once you got over the initial floating-in-space challenges to your comfort zone, you fell in love with the incredibly open, free feeling. *** But I digress. *** Lockwood Aircraft has brought back the beloved design as the Super Drifter, with an 81hp Rotax 912UL - which gives the 495 lb. (empty wgt.) bird a real kick in the pants! *** Specs and a blurb are here. *** The tail mod, due next March, has two feet more horizontal span to augment pitch stability and elevator authority for float-equipped models. Lots of folks fly Super Drifters on floats. *** Increasing the horsepower pops the Super Drifter off the water quickly and at low speeds, for shorter water takeoff runs. Low-power cruise makes for quiet flight, the power reserve is impressive and fuel efficiency is reputed to be super. The bird cruises between 55 and 75 mph. *** The new horizontal stabilizers will be available as a retrofit kit for existing float-equipped Super Drifters and standard on new kits going on floats, according to Lockwood's go-to guy George Weber. *** If you like to bolt things together and have a spare $45K or so laying around, the Super Drifter is one great way to go for purely fun flight. *** ---Super Drifter photo courtesy Lockwood Aircraft *** ---Gil Kinzie photo courtesy John Coe

Lockwood Aircraft‘s Super Drifter open-cockpit kitbuilt plane, the resurrection of the Drifter design that was the basic concept for Phil Lockwood’s AirCam twin-engine airplane, (a unique camera platform first created for National Geographic), is getting a new set of tailfeathers. *** I first flew a Hummer ultralight, designed by Klaus Hill, back in the fall of 1980 at Crested Butte, CO. It belonged to hang gliding pal Gil Kinzie. *** We were in CB for a soaring contest and he let several of us fly it, though most of us had no general aviation training. Ah, those wild and wooly days of free flight. *** As such, the Drifter was one of the very first viable ultralights and presented a unique flying feel to its pilots: you sat out on the end of a long fuselage keel tube with everything – wings, motor, wheels – behind you! *** Once you got over the initial floating-in-space challenges to your comfort zone, you fell in love with the incredibly open, free feeling.

Air-Cam Developments under Lockwood Leadership

By Dan Johnson || June 5, 2011 Leave a Comment

A future Air-Cam pilot tries out the open cockpit. The whimsical paint job is the work of owner Anita de Villegas. [Top] The Rotax 914 Turbo installation. Check Air-Cam specs.

Air-Cam isn't a Light-Sport Aircraft because it has two engines. OK, it's also a shade heavy but if Air-Cam could, it would be a LSA. Certainly it's "light" and "sport" compared to most twins. Regardless, it's a favorite of all the airplanes I've flown so I'm pleased to see its rapid progress under the leadership of Phil Lockwood, the original developer. *** The latest accomplishment is a factory-authorized amphibious float system from Montana Floats that includes all mounting hardware. As though it needed any more power -- Air-Cam is the only multiengine airplane I've flown that can launch with one engine -- the twin pusher can now be equipped with two Rotax 914 Turbos. Combined with the extra power (230 hp total), Air-Cam can be fitted with a constant speed reverse pitch prop system ideal for float-equipped Air-Cams. A new rigid mount can now accommodate High Definition video cameras...it is, after all, the Air-CAM. They've also updated all the manuals, a big job that builders and owners will appreciate. *** Lockwood Aircraft is finishing a new DVD and they have a factory Air-Cam for demo flying and testing. Projects to come include a BRS airframe parachute system and a full enclosure.

Air-Cam isn’t a Light-Sport Aircraft because it has two engines. OK, it’s also a shade heavy but if Air-Cam could, it would be a LSA. Certainly it’s “light” and “sport” compared to most twins. Regardless, it’s a favorite of all the airplanes I’ve flown so I’m pleased to see its rapid progress under the leadership of Phil Lockwood, the original developer. *** The latest accomplishment is a factory-authorized amphibious float system from Montana Floats that includes all mounting hardware. As though it needed any more power — Air-Cam is the only multiengine airplane I’ve flown that can launch with one engine — the twin pusher can now be equipped with two Rotax 914 Turbos. Combined with the extra power (230 hp total), Air-Cam can be fitted with a constant speed reverse pitch prop system ideal for float-equipped Air-Cams. A new rigid mount can now accommodate High Definition video cameras…it is, after all, the Air-CAM.