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MGL Avionics

American Ranger AR1 Gyroplane Embraces Rotax 915iS Power

By Dan Johnson || June 25, 2020 4 Comments

You can call modern gyroplanes "wanna-be" helicopters if you want but that might miss a few important points.

First, a gyroplane can be flown by a Sport Pilot. Other than Part 103 ultralight version, a helicopter requires a higher certificate and that means a medical, at least BasicMed. LAMA believes gyroplanes will be included in FAA's revised LSA regulation from what is known at this time. That means they'll be available ready-to-fly and prices are so much less than conventional helicopters that it's not even comparable. Comparing the most deluxe fully-built gyroplane to even a used helicopter is a world apart. Finally, maintenance of a gyroplane is dramatically less than any helicopter.

Igor Bensen's original Gyrocopter set the field in motion but these machines have advanced so much further. Seen at Smithsonian Udvar-Hazy museum.

Despite those differences, gyroplanes enjoy some of the same performance capabilities of a helicopter — other than vertical launch. Gyroplanes also work unusually well in wind conditions that might ground most other aircraft. No wonder gyroplanes have enjoyed a huge run in space-tight European countries and have been growing steadily in the USA. All this makes Silverlight's shift from weight shift to gyroplanes look smart. While the USA invented gyrocopters (as many called them back when, even though that term refers to a Bensen design), Europe marched forward with the idea while some American producers grappled with safety issues. That's mostly history now. Designed and produced in America, Silverlight Aviation's American Ranger AR-1 series (open and closed cockpit variations) has found a growing number of buyers.

Now, More Powerful

"Rotax 915iS is recommended for customers starting from high altitudes like in Colorado, Utah, New Mexico," said Silverlight, "or if the customer is looking for the ultimate performance anywhere." Read my comparison of 915iS to 912iS.

Company leader, Abid Farooqui, notes that Rotax's newest powerplant requires use of an EFIS (Electronic Flight Information System, or digital screen avionics) for engine monitoring that can interface with 915's electronic engine monitoring. Analog gauges are not an option with use of this engine. The lowest cost and simplest EFIS is MGL Extreme, Abid advised. The 141-horsepower engine is fully ASTM compliant. Silverlight said the engine package "includes engine, air filter, intercooler, intercooler custom piping, oil lines, oil radiator, remote oil tank, fuse box, ECU, coolant radiator, engine mounts, exhaust system with turbo, engine mounting hardware, fuel system components, standard composite propeller." Yet reading that list does not speak to the effort of designing the engine installation for AR-1

I will link to a video with much more detail but as one example, Rotax's powerful engine has a turbocharger. Those air boosters make air hotter so an intercooler is needed. The trouble with these components is they have to be securely mounted and a gyroplane like AR-1 is slim, so Abid did not want a big intercooler sticking out and upsetting the lines and low drag of his design. As the video below shows, he went to considerable effort to clean up the 915 installation. To learn all about the many actions Abid took to install Rotax 915s into his aircraft, see GyroGerald's video here; this goes into good detail with lots of close-up images. (Good job, Gerald!)

Specifications — American Ranger AR-1 (with 3 Engine Options)

Empty Weight — 646 pounds (912ULS/912iS), 665 pounds (914UL), 697 pounds (915iS)
Gross Weight — 1,200 / 1,232 / 1,260 pounds
Useful Load — 554 / 567 / 563 pounds
Payload (full fuel) — 452 / 465 / 461 pounds
Minimum Speed (a substitute for Stall Speed) — 25 mph
Max straight and level speed (Vh) — 105 mph / 110 mph / 120 mph
Never Exceed Speed — 120 mph
Takeoff Roll (calm, turf, prerotated) — 450 feet / 350 feet / 200 feet
Takeoff Distance (50 foot obstacle) — 1200 feet / 980 feet / 750 feet
Landing Roll — 0 to 30 feet, with proper technique
Landing (50 foot obstacle) — 500 feet
Rate of Climb (sea level) — 725 fpm / 850 fpm / 1300 fpm
Fuel — 17 gallons
Fuel Burn at Cruise — 4 to 6 gph
Rotor Diameter 28 feet 3 inches (larger rotor of 28 ft. 10 in. available for high altitude)
Height — 9 feet
Width (not cockpit width) — 76.5 inches,
Length — 17.7 feet
Folding Mast Option — 6.1 feet (when folded)

https://youtu.be/W7APuLNjJdw Here's a fuller description of flying a gyroplane — suitable for pilots without experience in these aircraft.

https://youtu.be/qIJPGX0G1Tc

You can call modern gyroplanes “wanna-be” helicopters if you want but that might miss a few important points. First, a gyroplane can be flown by a Sport Pilot. Other than Part 103 ultralight version, a helicopter requires a higher certificate and that means a medical, at least BasicMed. LAMA believes gyroplanes will be included in FAA’s revised LSA regulation from what is known at this time. That means they’ll be available ready-to-fly and prices are so much less than conventional helicopters that it’s not even comparable. Comparing the most deluxe fully-built gyroplane to even a used helicopter is a world apart. Finally, maintenance of a gyroplane is dramatically less than any helicopter. Despite those differences, gyroplanes enjoy some of the same performance capabilities of a helicopter — other than vertical launch. Gyroplanes also work unusually well in wind conditions that might ground most other aircraft. No wonder gyroplanes have enjoyed a huge run in space-tight European countries and have been growing steadily in the USA.

Speedy Sling TSi Powered by Rotax 915 — News from The Airplane Factory USA

By Dan Johnson || December 12, 2018 7 Comments

When Rotax debuted their new 915iS engine at an Oshkosh press conference, Sling designer Mike Blyth raced forward at the end of the conference to closely examine the new power plant. It was clear to me this answered a creation he had in mind and now we can see the fruit of his ambition: the new Sling TSi. Since the Rotax 915iS remains a powerplant that requires an in-flight adjustable prop, it cannot be used on a Light-Sport Aircraft, but TSi is based on The Airplane Factory’s Sling 4 four seater so kit-built it must be. More on the builder effort below.

For Oshkosh 2018, The Airplane Factory USA said, “[We are] excited to present the North American debut of the all-new Sling TSi! This kit is the airplane Sling fans have been waiting for!” The Southern California importer said TSi has all of the style, economy and practical utility of the Sling 4 but with more speed. Harnessing the power of the new Rotax 915 turbo-charged, fuel-injected, and FADEC engine, Sling TSi can cruise at speeds up to 145 KTAS (167 mph) at 9,500 feet. Sling TSi has speed modifications not on Sling 4 including an all-new high-speed wing design that has been optimized for the power and weight of the aircraft. In addition, leading edges of the wing and forward fuselage and empennage are now flush-riveted for reduced drag. On the inside TSi has seating, ventilation, and heating improvments for passenger comfort and luxury.

“Sling TSi was hands-down the hit of the show,” exclaimed The Airplane Factory USA. They reported one media outlet dubbed it the "Best New Sport Plane of 2018."

Builder Assistance for TSi

At an upcoming event at TAF USA’s base of operations — KTOA Airport in Torrance, California — the importer is closing a strong year by hosting one of their TAF Sling and Sling Flying Club Taco Social events.

In addition to the Taco Bar treats (it is Southern California, after all, just a few miles from the Mexican border), attendees can hear about a most unusual Builder Assist experience. The “Main Event” will feature a presentation by Wayne and Matthew Toddun who traveled to South Africa to build their Sling TSi. Not only did the father and son travel half way around the world to build their Sling TSi, the aircraft was subsequently re-assembled in Oshkosh and shown to visitors before it was flown back to Los Angeles. TAF said that according to Matthew Toddun, "When my dad decided to purchase a new Sling aircraft for us to learn to how to fly, he went for the very best, the brand new Sling TSi!” Matthew continued, “When he decided [to pursue] a build assist program, he wanted the best assistance that we could get.” ”That is when our life-changing opportunity came about,” related Matthew. “[We would] travel to South Africa to build the first conforming Sling TSi. We spent a little over two weeks working side-by-side with the experienced factory crew, learning the ins and outs of our new plane, and assembling it piece by piece.” It was this Sling TSi that was revealed at Oshkosh 2018.

After Building, Learning to Fly Sling

Once you’ve built or bought a Sling aircraft, you can travel to SoCal and be trained at TAF USA’s new New Sling Pilot Academy.

TAF USA also announced, “Next Year we are starting the Sling Pilot Academy to help prepare pilots for the airlines.” However, If you’re not in Southern California or don’t wish to travel to Torrence, you have another attractive alternative run by a veteran flight trainer.

“Life is grand in Carson City, Nevada at the Sport Aviation Center, said proprietor Paul Hamilton. "This has been a great year for flight training in the Sling. We have had a number of Sport Pilots go through the complete course from start to finish and successfully take their check ride.”

Paul continued, “We are also teaching private pilots in the Sling LSA and now we have successfully completed three Private Pilot training and checkrides in the Sling. Additionally, two CFI long-expired certificates were reinstated with Sport Pilot CFI checkrides per 61.427. The Sling has been a reliable and tough workhorse and everybody loves how it flies up in the mountains. Check us out here.

When Rotax debuted their new 915iS engine at an Oshkosh press conference, Sling designer Mike Blyth raced forward at the end of the conference to closely examine the new power plant. It was clear to me this answered a creation he had in mind and now we can see the fruit of his ambition: the new Sling TSi. Since the Rotax 915iS remains a powerplant that requires an in-flight adjustable prop, it cannot be used on a Light-Sport Aircraft, but TSi is based on The Airplane Factory’s Sling 4 four seater so kit-built it must be. More on the builder effort below. For Oshkosh 2018, The Airplane Factory USA said, “[We are] excited to present the North American debut of the all-new Sling TSi! This kit is the airplane Sling fans have been waiting for!” The Southern California importer said TSi has all of the style, economy and practical utility of the Sling 4 but with more speed.

Sleek, Sexy Electric Light-Sport Seaplane

By Dan Johnson || May 19, 2017 2 Comments

AirMax SeaMax — Icon A5 — Vickers Wave — MVP — Lisa Akoya… you only need look at the best promoted brands to see that arguably the most innovative ideas in light aircraft are coming from the LSA seaplane sector. Each of these is a great example of visionary engineering. Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that's reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation.

Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update. After Aero 2017, aeronautical journalist extraordinaire, Marino Boric (website), wrote, "The Norwegian company, a typical start-up enterprise, successfully impressed the public with its P2 Xcursion at Aero." "Equator has created an interesting amphibious two seater with a hybrid propulsion system (EHPS) where the prop on the vertical stabilizer is driven by a 100kW (134 horsepower) electric motor which receives electric energy from a remotely-located Wankel combustion engine/generator power unit …and/or from a battery pack." Thanks, Marino. We will have more from him still to follow. Equator's team lead by CEO Tomas Brødreskift said, "We imagine hybrid bio-based technologies as a bridging technology, [one] that can provide green flight, but still have suitable long range capability." Since "range anxiety" seems to be the major challenge facing electric car producers, maybe Tomas and Equator are on to something. The company views four particular attributes of Equator

Floatwing — removes the need for external high drag support geometries, and provides high stability
Merged Hull Geometry — fuselage has an aerodynamic forward geometry merged with the boat hull further back for minimizing drag on the boat hull section
Electric Motor — gives us smooth aerodynamics and lower weight at the same time; we get all the bulk and weight down in the hull for optimized stability in water
Laminar Flow — drag is kept low over all with a laminar flow fuselage, canopy and airfoils

image by Mario Boric at Aero 2017

An "air lubrication system" is an experimental method designed to lower drag when taking off from water. Air is pumped through tiny holes in the hull to reduce friction. When in water, the M97 electric engine can be reversed when you pull the throttle all the way back and actuate the wheel brakes. "You can brake and reverse the plane aerodynamically in water, a dream for any seaplane pilot," said Equator. The rudder fly-by-wire and nose gear drive-by-wire are more experimental technologies. "We believe these may make it simpler for the prospective owner and pilot to learn how to fly. No more hand and foot coordination, here you can put your feet up high and use your hands only for all control inputs. A video on the company's website shows twisting the joystick like a motorcycle throttle to move the rudder. This is clever but non-standard, which may create resistance from experienced pilots. However, it shows their out-of-the-box thinking. P2 Xcursion's power system is comprised of three elements:

Internal Combustion Engine — WST KKM 352 Wankel producing 57kW (76 horsepower) weighing 99 pounds (45 kg)
Generator — Engiro G60 producing 60kW, water cooled weighing 33 pounds (15 kg)
Electric Motor — Engiro M97 Electric producing 97 kW (130 horsepower) weighing 71 pounds ( 32 kg)

image by Mario Boric at Aero 2017

All three elements weight 203 pounds (92 kg), which isn't bad for 130 horsepower compared to an equivalent gasoline engine thrust… but that may be an inadequate comparison. Electric motors are known for their high torque, just what is needed for a seaplane trying to leave the water. On balance, though, keeping such a multi-element system in perfect operating condition requires different skills than maintaining a gasoline engine. Additional training seems needed for aviation mechanics to perform upkeep on such a hybrid. Avionics are supplied by an MGL iEFIS with remote transponder and radio. For their propeller, Equator chose a DUC Flash with custom DUC hub and spinner. P2 Xcursion is interesting enough to keep following during its test flying program. Marino reported, "The prototype should soon start with ground/water testing and the maiden flight is planned for summer 2017." Go explore Equator's website for yourself.

AirMax SeaMax — Icon A5 — Vickers Wave — MVP — Lisa Akoya… you only need look at the best promoted brands to see that arguably the most innovative ideas in light aircraft are coming from the LSA seaplane sector. Each of these is a great example of visionary engineering. Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that’s reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation. Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update.

Instrument Flying in Light-Sport Aircraft

By Dan Johnson || March 19, 2017 Leave a Comment

"It cannot be done," is the quick dismissal from many in aviation, referring to instrument flying in a LSA. In 2017, I venture to say everyone in aviation (worldwide) knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can be a bad thing. The details unveil more.

Think about IFR in an LSA this way: Can you fly IFR in a homebuilt aircraft? Can you do so in a Cessna 172? Does it matter that these two distinct types have not gone through a thorough IFR evaluation by FAA? If you know those answers then why should such flying be prevented in LSA?

It's true, the industry committee called ASTM F.37 issued advice on this subject to LSA producers. F.37 is the group that has labored for a dozen years to provide FAA with industry consensus standards allowing FAA to "accept" (not "certify") SLSA. The group has been working on a IFR standard for some time without arriving at consensus. Partly because the work is not done the committee urged manufacturers not to openly sell IFR capability until the standard was in place and accepted by FAA. (The agency accepts standards and aircraft under different processes.)

F.37's advice is directly related to a present lack of such a standard and possible resistance from legacy aircraft producers. However, neither the committee's advice nor the regulation creating SP/LSA prevents you from filing IFR. Instead yes-or-no relates to a manufacturer's preference plus written FAA-issued operating limitations.

So, as some say, it cannot be done, right? Wrong.

Bristell USA, importers of the superlative LSA of the same name built in the Czech Republic by BRM Aero, has a different approach. They use the ELSA opportunity.

An Experimental LSA starts out as a bolt-for-bolt copy of the SLSA version. Once issued its airworthiness certificate the owner can elect changes. He or she may not use an ELSA for compensated flight instruction or rental, but in other ways, they are significantly the same airplane. Am ELSA owner can change panel gear and other components (even including the engine) and need not seek permission for each change from the manufacturer.

Rather than repeat facts already reported here, I refer you to these articles: "A Raging Debate... IFR, IMC, VMC, and LSA" — "IFR and LSA: Much Ado About... What?" — "IFR 'Certification' of Avionics" — and, for those who want to examine FAA's exact words, go to "FAR Part 91.205 (required equipment for IFR)".

At Sebring 2017, I flew with Bristell USA's John Rathmell. John is not only a highly experienced pilot, he is knowledgeable about Bristell's IFR option. In our video shown below, I asked John to cover some of this detail for you and he was most accommodating.

Now, I understand plenty of readers of this website or viewers of the many videos produced by Videoman Dave and myself perhaps do not care a whit about flying IFR. If you fly strictly for fun in nice weather, good for you! Have at it and enjoy! Yet, if you like the versatility of IFR, it is possible.

To fly under IFR rules, the pilot must have an IFR rating on his or her Private or better pilot certificate, that person must be current in those skills, and the airplane must be qualified by the means referenced above and maintenance must be up-to-date. You cannot — and more importantly should not — go fly into clouds simply because you have wonderful equipment on board from companies like Dynon, Garmin, or MGL.

In summary, if you are an instrument pilot, and if you are current, and if you have a medical, and if you purchase an aircraft like the Bristell and register it as an ELSA, no regulation prevents you from filing and flying IFR including into IMC. Only you can judge if that is a smart activity for you, and I hope you'll do so wisely.

Hear more about IFR in a Bristell and join John and I for a flight in this gorgeous, well flying Light-Sport Aircraft in the following video:

“It cannot be done,” is the quick dismissal from many in aviation, referring to instrument flying in a LSA. In 2017, I venture to say everyone in aviation (worldwide) knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can be a bad thing. The details unveil more. Think about IFR in an LSA this way: Can you fly IFR in a homebuilt aircraft? Can you do so in a Cessna 172? Does it matter that these two distinct types have not gone through a thorough IFR evaluation by FAA? If you know those answers then why should such flying be prevented in LSA? It’s true, the industry committee called ASTM F.37 issued advice on this subject to LSA producers. F.37 is the group that has labored for a dozen years to provide FAA with industry consensus standards allowing FAA to “accept” (not “certify”) SLSA. The group has been working on a IFR standard for some time without arriving at consensus.