AirCam (Twin Engines) Archives

Lockwood Aircraft Corp. AirCam (Twin Engines)

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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.

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

By Dan Johnson || March 29, 2019 5 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.

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.

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 2 Comments

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.

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.

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.

AirCam, Drifter… Dust Settles; We Have a Winner!

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

The Drifter, one of the most popular and rugged ultralights ever built, is now sure to continue its life under the direction of one-time Drifter marketing man, Phil Lockwood (nearly at the beginning of his career in light sport aviation).

Among all airplanes I've flown the AirCam may be the most fascinating. This superlative twin-engine "ultralight" offers flying in a way few (or no) other airplanes can. (I earned my multi-engine rating in an AirCam.) Given my interest, I've followed the efforts by owner Antonio Leza to sell the operation. Over the last few years several would-be buyers came and went. No deal happened. Last fall I SPLOGged that Sebring businessman Shawn Okun appeared to have it sewn up. Again, no deal. *** But that's over now. The dust has settled and AirCam is headed back to someone I consider its "rightful owner:" Phil Lockwood. This time the sale is for real and includes all design rights, tooling, jigs, and inventory for the AirCam and Drifter. Phil has a long history with both designs; he knows each intimately. *** Phil and wife Tish have worked hard to build an expanding enterpise at Sebring. Recently, they added building space and one area set aside for growth will now be filled with AirCam and Drifter components. Phil reported, "A LOT of inventory is included." No production plans have been announced yet. Phil clarified, "We won't have time to work on this until after AirVenture Oshkosh," so it will be August before further announcements can be made. Meanwhile...Welcome home, AirCam and Drifter!

Among all airplanes I’ve flown the AirCam may be the most fascinating. This superlative twin-engine “ultralight” offers flying in a way few (or no) other airplanes can. (I earned my multi-engine rating in an AirCam.) Given my interest, I’ve followed the efforts by owner Antonio Leza to sell the operation. Over the last few years several would-be buyers came and went. No deal happened. Last fall I SPLOGged that Sebring businessman Shawn Okun appeared to have it sewn up. Again, no deal. *** But that’s over now. The dust has settled and AirCam is headed back to someone I consider its “rightful owner:” Phil Lockwood. This time the sale is for real and includes all design rights, tooling, jigs, and inventory for the AirCam and Drifter. Phil has a long history with both designs; he knows each intimately. *** Phil and wife Tish have worked hard to build an expanding enterpise at Sebring.

Lockwood to Help Educate A&Ps on Rotax Powerplants

By Dan Johnson || December 2, 2007 Leave a Comment

Rotax Aircraft Engines power 87% of the SLSA fleet (by model count, not units sold). Of the top-selling 20 SLSA companies, only 4 (Legend, CubCrafters, Jabiru, and IndUS) use a non-Rotax brand for 23% of sales. Phil Lockwood stars on ASA's Rotax 912 DVD by Paul Hamilton.

A&P acceptance (or lack thereof) is a leading reason for Cessna's decision to use the Continental O-200D in Skycatcher. Surveys through their Cessna Pilot Centers showed that a majority of FAA-licensed mechanics preferred an engine they already know. Most lack knowledge of the Rotax 9-series that powers the majority of the LSA fleet. And when an expert knows little about a new product, human nature compels him to resist. *** Trying to educate A&Ps on the best-selling LSA engine is one task of Rotax service center operator, Phil Lockwood. This winter, he'll be giving hourlong presentations for A&Ps (and owners), trying to encourage to A&Ps to take a pair of two-day courses to bring them up to speed with the Austrian engines. *** Of 62 presently approved SLSA models, only 8 (13%) use another engine (Continental or Jabiru). Starting in 1973 with the ultralight market, Rotax has produced more than 125,000 aircraft engines. The parent company behind Rotax Aircraft Engines produces 200,000 engines annually for personal watercraft, all-terrain vehicles, snowmobiles, motorcycles, and karts as well as aircraft. Of this production, 70% are four stroke. Hear Phil's FAA talk...or Sebring Expo talk.

A&P acceptance (or lack thereof) is a leading reason for Cessna’s decision to use the Continental O-200D in Skycatcher. Surveys through their Cessna Pilot Centers showed that a majority of FAA-licensed mechanics preferred an engine they already know. Most lack knowledge of the Rotax 9-series that powers the majority of the LSA fleet. And when an expert knows little about a new product, human nature compels him to resist. *** Trying to educate A&Ps on the best-selling LSA engine is one task of Rotax service center operator, Phil Lockwood. This winter, he’ll be giving hourlong presentations for A&Ps (and owners), trying to encourage to A&Ps to take a pair of two-day courses to bring them up to speed with the Austrian engines. *** Of 62 presently approved SLSA models, only 8 (13%) use another engine (Continental or Jabiru). Starting in 1973 with the ultralight market, Rotax has produced more than 125,000 aircraft engines.