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Good Neighbor! — How Sling Pilot Academy Made Their Trainer Whisper

By Marc Cook || 6 Comments

Harley Davidson or Rotax — Sounds can be unique and associated with a certain brand. Harley motorcycles have made their sound a trademark, defending it vigorously against wannabe knock-offs. Sling Pilot Academy found Rotax 912iS engines output a particular sound, too. However, they wanted to shield their neighbors from it. As busy as Sling Pilot Academy has become, keeping good relations is essential.

So, Whisper Sling

Necessity is the mother of invention, so the saying goes. Necessity, in this case, was success. (SPA) at the Torrance, California, airport has grown to become a training behemoth, with their fleet flying more than 4,000 hours per month, the bulk of it in the Sling two-place LSA it uses as a primary trainer. That makes the SPA one of the busiest training companies in the region. And Torrance, like many urban airports, faces increasing complaints from non-pilot neighbors; in fact, Torrance’s very existence has been threatened for decades by those opposed to the presence of airplanes at, get this, an airport.  You can see where this is going. Although SPA worked hard at community outreach, noting in part that it already used aircraft that operated well under the airport’s noise limits and burned relatively little unleaded autogas (thanks to the Rotax 912 iS engines), complaints continued. At one point last year, SPA management had to fight being kicked off the airport entirely. They needed to do something to go “above and beyond” in order to keep the school running and, indeed, growing.

Engineering Challenge

At this point, co-CEOs Matt Liknaitzky and Jean d’Assonville decided to undertake an ambitious engineering solution to reduce not only the actual noise footprint of Sling LSA but the quality of that sound. But we’re getting ahead of the story here. “We started by changing our procedures,” says Liknaitzky. “We then started reminding people that we had the quietest airplanes on the field. We never busted the noise monitor. But in multiple meetings with the community, we started to listen to what they were saying. They started describing the sound of our airplanes. They said it’s not that our airplanes are loud but the nature of the sound was annoying. This was a turning point for us. We told ourselves that we have to look at the sound quality, not just the quantity.” Sling then began working on solutions to making the whole installation — Rotax and Sling — less annoying. “We know that many aircraft have low-frequency sound but ours were being perceived as being buzzy, like a mosquito,” says Liknaitzky. After significant study, Sling realized that it wasn’t just the higher frequency sound the combination produces but that it wavered as well, likely the result of acoustics and the Rotax’s high-rpm nature. And they had to get on with a solution because “we’re adding 30 airplanes this year, and we already have 40 in the fleet,” says Liknaitzky. “The first thing we tried was the exhaust,” says Matt. “We added off-the-shelf glass mufflers and that made a huge difference in the sound. Then we realized you have to either add length or change the direction to reduce noise. Changing the direction has more of a backpressure penalty. We had to keep to the Rotax spec of 2.9 psi of backpressure. The standard muffler is 1.0 psi,” says Liknaitzky, so there’s some room to reduce noise even if it costs some backpressure. 

One noise-reduction tactic was to end the exhaust in a "kick up" behind the wing.

Keep Improving

“We iterated on the muffler: making it longer or shorter; changing the diameter,” says Matt. “We kept iterating and performing flight tests, but we also used our ears as an instrument.” The goal was to achieve something an instrument might not pick up: the quality of the noise. Eventually, the company settled on a configuration that reduced noise by 10 dbA using a long pipe that extended beneath the cabin and exited behind the wing with a distinctive “kick up.” That kick up helps place the exhaust in the wake of the wing and aim it away from neighbors on the ground. But it’s also effective in other directions. “If you were to stand behind the airplane with the engine fully revved up, you cannot hear the exhaust. All you can hear is the propeller and prop wash,” says Liknaitzky.  The muffler is a simple perforated inner tube with glass packing around it. All told the muffler is 52 inches long with 40% open holes. Surprisingly, the system appears to actually improve the Sling’s performance. The company assumes that the stock Sling-built exhaust actually had too little backpressure and so the new, quieter system gives the Rotax more of what it needs. Still, testing continues. “We’ve been testing with an older airframe,” says d’Assonville, “but we’re going to be starting over with a brand new airframe. Do all the noise testing in standard configuration and then test out what we think is the final configuration. We’ll start with just the exhaust, then add the cowling modifications and then the DUC three-blade propeller.” What cowling mods, you may ask? Sling discovered that some of the noise signature came from the cowling itself, transmitting some of the acoustic energy of the Rotax through the fiberglass. In the test article, they applied a foil-backed foam sound deadening material, which substantially reduced the perceived noise level. Moreover, it helped reduce the perception of high-frequency noise, getting the company back to the goal of giving the Sling a more low-end-biased noise signature they felt neighbors would find less objectionable.

Quality inspecting the finished exhaust.

“The change was remarkable,” says Matt. “It took out a lot of the jangle…it made a monster difference.” Another seemingly simple change was to alter the air exit path in the lower cowling. But forcing it to follow the lower fuselage, rather than let it vent directly downward, the sound levels were further reduced. All together, the modifications add about 10 pounds to the Sling two-seater.

Noise-reducing insulation was used inside the cowling as well.

Sling has the advantage of being not only the user but a close relative to the factory itself, so getting approval through the ASTM process only requires a letter of authorization from the factory for testing. A similar path of the factory conducting its own testing of the modifications can lead to approval to retrofit the parts to existing airplanes and potentially to make the configuration a factory option. At this stage, the package looks like it’ll cost $3,000 to $4,000 per airplane. Testing will continue through spring and summer 2024.

ARTICLE LINKS:

https://www.youtube.com/watch?v=njW_CJBuuJI https://www.youtube.com/watch?v=YXAIKmpwDJ4        

Harley Davidson or Rotax — Sounds can be unique and associated with a certain brand. Harley motorcycles have made their sound a trademark, defending it vigorously against wannabe knock-offs. Sling Pilot Academy found Rotax 912iS engines output a particular sound, too. However, they wanted to shield their neighbors from it. As busy as Sling Pilot Academy has become, keeping good relations is essential. So, Whisper Sling Necessity is the mother of invention, so the saying goes. Necessity, in this case, was success. (SPA) at the Torrance, California, airport has grown to become a training behemoth, with their fleet flying more than 4,000 hours per month, the bulk of it in the Sling two-place LSA it uses as a primary trainer. That makes the SPA one of the busiest training companies in the region. And Torrance, like many urban airports, faces increasing complaints from non-pilot neighbors; in fact, Torrance’s very existence has been threatened for decades by those opposed to the presence of airplanes at, get this, an airport. 

6 Mosaic High Wing Light-Sport Aircraft — FAA’s Coming Rule Will Create “mLSA” Sector

By Dan Johnson || 55 Comments

Darkest before dawn? I hear growing concern about FAA's new Mosaic regulation and what it will or won't do. An increasing number of comments I hear are variations of these words — "FAA is never going to get this done, and if they do, it will be a crappy rule." Why so glum? Maybe pilots are frustrated because FAA has delayed the release of Mosaic. This also happened almost 20 years ago with the Sport Pilot / Light-Sport Aircraft regulation. SP/LSA was anticipated for more than three years after the first announcement. However, Mosaic is coming and this time we know more about it than most regulations. Why? Because FAA must involve ASTM committee members along the way. (More on this? See at end.*) Earlier FAA rule writers did not reveal their work as broadly. Yet FAA is sufficiently pleased with industry consensus standards, ASTM's work, that they will use it on the next generation of GA aircraft (think: Cessna, Cirrus, etc.). Mosaic LSA standards can't be written after FAA releases the rule because then we'd have even more delay. So, FAA reps provide some details to ASTM and in this way we get some idea of what's ahead.

Here Come the High Wingers

Interested pilots saw recent coverage of Van's progress on their high wing RV-15. As I reported earlier about RV-15, Van's Aircraft personnel actively work on ASTM standards. This gives their engineers details about what is likely under Mosaic. Everyone is guessing, but informed guesses are better than mere opinions. Naturally, Van's isn't the only company aware of what FAA is planning. Any other company or individual who participates on the ASTM committee can know most of the same information. Indeed, this is where I get most of my knowledge about Mosaic as reported in this video. Just recently Sonex unveiled more about a new kit model. The Oshkosh, Wisconsin company has not done two things: they never sought approval as Special (fully-manufactured) Light-Sport Aircraft — although their kit designs can be flown by an aviator exercising Sport Pilot privileges. Neither has Sonex ever made a high wing design. They're now changing that; here comes "SH." (below) Light aircraft builders in the USA, Europe, Australia, Brazil, and South Africa are preparing aircraft I choose to call Mosaic LSA or mLSA. Let's have a quick look at six new entries.

 6 New High Wings

BRM Aero — Bristell has become a well-recognized brand, moving up to be one of the top high-end choices in LSA. Despite a diverse line of low wing designs, B8 is new. It will sold in America by Bristell USA. B8 is an all-metal, cantilevered high wing with a steerable nose wheel and 49.2-inch-wide cabin. Like most of the others covered in this article, it can carry more and reflects the industry belief that four seaters — or at least higher weight aircraft — are coming. BRM is ahead of many competitors with their high wing B8 model flying for several months already. This new entry also reflects Milan's son Martin Bristela taking over the business as Dad retires. Jabiru — J230D is a popular design, but one already approved for higher weight operation and with a roomy cabin that can accommodate four occupants… in Australia and some other countries, that is. Importer Scott Severen of US Sport Planes is preparing to offer a more capacious version. He may rename it and they may appoint it in special ways but this is an airplane Americans already fly. What most Yankee pilots don't know is that Jabiru's popular J230-D is a variation of the J-400 sold in Australia as a four seater. As such, it already has a tested gross weight well beyond LSA's 1,320-pound limit. That means the market-proven model is virtually ready for Mosaic and its higher weight allowance. Montaer — This Brazilian MC-01 is available in its home country as a four seat-capable design. It already has a higher weight limit so when Mosaic is released the task should be fairly simple for Montaer to gain FAA acceptance. Recently I flew the Rotax 915iS-powered Montaer MC-01. I hope to report on that exhilarating experience soon but my flight shows the powerful engine is worked out and ready for larger aircraft. A look inside Montaer's MC-01 shows how roomy it is and the design presently comes with a third door more than large enough to permit entry to an aft seat. The Airplane Factory (TAF) — Ahead of almost everyone (other than BRM Aero) is South African producer The Airplane Factory. Many aviators know this producer as they often fly their new design halfway around the globe to show it at AirVenture (before then frequently proceeding to fly the rest of the way around the planet). I reported more about this roomy, four-seat-capable design (it did have four seats at Oshkosh 2022). Here's my airshow article about Sling HW. TAF has already entered the U.S. market as a kit plane and, like all these bigger aircraft with larger engines, Sling HW is not inexpensive (see price estimates in above article). A fully built model will show these are not 1,320-pound present-day Light-Sport Aircraft. Nonetheless, such mLSA will expand the category. Sonex — The Wisconsin kit company's new SH — for Sonex Highwing — has a 42-inch interior cockpit width at the occupants’ shoulders. The fuselage certainly resembles the low wing members of the model line. The company said SH features easy entry and exit and offers a "step-in height" that less flexible or older aviators will appreciate. SH will be easily convertible from dual joysticks to a center-mounted control. Sonex's SH also offers removeable wings and they released new fuel system information and range estimates. SH will carry 30 gallons of fuel. Sonex even boasts that SH will offer aerobatic capability. SH has also been designs to allow aerobatics with two persons on board. Van's — As the world's largest kit aircraft supplier, Van's always commands media attention. When they introduce an all-new, first-ever design, the company can generate many article and videos. Indeed, I wrote this article about RV-15's introduction at Oshkosh 2022. I refer you to a thorough article on RV-15 below so I'll wrap up this review of high wing mLSA to come. However, I am positive the six aircraft just mentioned will not be the only entries. More Available — This article only covered new high wing designs, those that have not yet been seen on the market in the hands of owners. Yet many more high wings are available in the current LSA space. Go to PlaneFinder 2.0 and click the "Wing Position" category to see a long list of high wing LSA and SP kits. Instructions to use PlaneFinder 2.0 are provided via a button on the page. Bigger Yet? — Designs from Flight Design and Tecnam suggest some LSA producers will take this even further with full-size four seater designed expressly for such passenger loads. However, these are not the focus of this website as they may pursue a higher level of government approval than needed for true mLSA types.

More About RV-15 from Flying Magazine

A detailed article from our friends at Flying Magazine provides lots more info on Van's new RV-15 high wing. Those keen to know more about RV-15 are encouraged to read Jason McDowell's article. Pilots may believe Mosaic appears a long way off. Indeed, I estimate the rule can't go live before early 2025. In the meantime, as FAA deliberates and as ASTMers create fresh standards, the airframers will keep refining their proposed aircraft. Stay tuned!

ARTICLE LINKS:

 
* In order for ASTM committee members to be ready with industry consensus standards at the same time FAA's Mosaic rule is released for public use (approximately the beginning of 2025), rule writers must keep committee members somewhat informed, at least with regard to the airframe regulation proposals. If they did not, the standards-creating work could only begin once the regulation was released, and then we would have a delay of more months, maybe a year or two. For FAA, this is somewhat new ground. It's unusual for the agency to release this much information about a regulation before they issue it. These things change internally as different FAA departments weigh in, so they usually keep their cards close to the chest until the NPRM (Notice of Proposed Rule Making) is near final form. All this relates only to the airframe. A different FAA group handles pilot privileges and who gets to fly what size aircraft with how many people on board. They are much less involved with ASTM committee work. That is why we have much less information about what the agency plans regarding pilot certification or flight operations.

Darkest before dawn? I hear growing concern about FAA’s new Mosaic regulation and what it will or won’t do. An increasing number of comments I hear are variations of these words — “FAA is never going to get this done, and if they do, it will be a crappy rule.” Why so glum? Maybe pilots are frustrated because FAA has delayed the release of Mosaic. This also happened almost 20 years ago with the Sport Pilot / Light-Sport Aircraft regulation. SP/LSA was anticipated for more than three years after the first announcement. However, Mosaic is coming and this time we know more about it than most regulations. Why? Because FAA must involve ASTM committee members along the way. (More on this? See at end.*) Earlier FAA rule writers did not reveal their work as broadly. Yet FAA is sufficiently pleased with industry consensus standards, ASTM’s work, that they will use it on the next generation of GA aircraft (think: Cessna, Cirrus, etc.).

Oshkosh 2022 – Day 4… TAF’s Sling HW with Rotax 915 is a Big, Comfortable Lightplane

By Dan Johnson || 11 Comments

Somewhere, it seems like a group of light plane developers must have held a meeting and decided that low wing manufacturers needed to broaden their line to include high wings. A batch of new models has been unveiled or announced this year. (Article updated 2PM – 7/29 Fri — new image of the gorgeous taildragger; see below) Did these builders not notice the industry already has a whole slew of popular high wing models? Some, like Flight Design’s CT series, has been a market leader since the beginning. Companies in the list below didn't follow the leader then? Why now? Of course, no such industry agreement happened. Each company examined their lines and chose individually to go forward with their designs. Honestly, they've all come out so recently they could not have coordinated such a broad launch in a single year even if they tried. Nonetheless, here they are, one after another. I like it. I'm a high wing guy. To each his own but my single greatest joy aloft is looking down, watching the landscape unfold ahead of me. High wings offer the best downward visibility. Then consider entry. No question — while low wings models have a sexy look, a shape that people equate with modern aircraft, they are much more challenging to enter. Given that LSA buyers are often in their 60s or older, ease of entry is a selling point.

Companies entering the high wing market in 2022, after previously producing only low wing models:

  • BRM Aero — Bristell B8
  • The Airplane Factory — Sling HW
  • Van's Aircraft — RV-15 (prototype flying)
  • Sonex — Unknown? (still in early design)
The new high wing designs add to those from Flight Design, Tecnam, Pipistrel, Zenith, Rans, Kitfox, Just, Icon, Jabiru, Vashon, Aerotrek… plus many more. To see a whole list, go to PlaneFinder 2.0 and check the correct box.

Made for Mosaic?

These new low wing producers also seem to be preparing for the new Mosaic-induced market to come. Why do I write that? Because the first three in the list above are also rather large aircraft. Sling HW explicitly says that it is a four seater. The RV-15 from Van's certainly looks similarly (it's big), although because its a first prototype, the company could change the design as they progress. BRM Aero may be thinking similarly I remember when Rotax first held a press conference in Oshkosh 2017 showing a display version their previously-announced 915iS. As soon as the company speakers concluded their remarks and their staff assembled behind a display-only 915iS on a stand, one man bolted out of his chair and began examining the then-new powerplant very carefully. That man was Mike Blythe the founder and chief designer at The Airplane Factory (TAF). It was immediately clear he had a design in mind and this engine fit the bill. As you can see, Sling HW is cantilevered, further enhancing that downward visibility while also making outback flying more predictable by not have wing struts to catch bushes or other obstacles. Yet the wing structure does not intrude into the cabin as the wing is mounted above the cockpit. The Airplane Factory is enjoying a nice run with their Sling TSI (pilot report), another four seater but in low wing configuration. TSI also uses the 915iS engine but a similar airframe was already in production (Sling 4) so perhaps the new high wing design was forming in Mike's mind. Four years later (half of those years troubled by Covid), we see Sling HW in ready-to-sell form. Not only is the high wing Sling on display in AirVenture Oshkosh, it flew all the way from South Africa to attend the show. Actually, two are on display at AirVenture and both flew across the Atlantic. While that sounds like and is quite an accomplishment, it is merely another day on the job for Sling pilots. On several occasions they have created a new design and promptly flew it around the globe. They've done such immensely long flights so often, it almost appears routine. It's not. A load of preparation and aircraft modification go into such epic voyages (see nearby image with special antennas fitted; these are not intended for standard production aircraft). "Sling handling characteristics combined with the inherent stability of the classic high wing design," said Mike Blyth. "Added to this, all the latest modern-day design safety features, including ballistic parachute recovery system, low workload Garmin glass cockpit, efficient and 141 horsepower Rotax 915 iS turbocharged powerplant and Airmaster constant speed propeller." "The extra-large cabin features wide, easy-access doors, superb four-place ergonomics and best in class comfort and quality," he contnued. "The removable rear seats increase the already generous baggage area providing for a great utility platform." "For the first time we have a substantial portion of the aircraft, being the center fuselage, produced in composite fiber," wrote Mike. "This has allowed us to design an aerodynamic aircraft which is beautifully shaped, light and extremely strong." The company explained, "For the first time we have a highly versatile aircraft that has a large useable cargo area. Remove the unused seats and controls quickly and easily, then fill it up with any kind of cargo. Sling High Wing can also be flown with the doors removed for photographic work or for use as a parachute jump ship."

How Much?

As regular readers will probably recognize a large, four-seat, 912iS-powered aircraft will not be inexpensive. Sling HW sells for $93,306 with a airframe kits and will take 1,400 hours to complete. Buyers can pay $31,995 more for a Quick-Build kit that saves 500 hours of work. With the premium Rotax 915iS engine, constant speed prop, and avionics (each rather expensive), the kit sells for $192,306 or a Quick-Build for $224,301. So Sling HW is certainly not cheap but it can easily compete with — and in numerous ways exceed — a new Cessna 172 at twice the price. Naturally, such pricing will not work for everyone. To my eyes Sling HW is a comparison to deluxe American pick-up trucks that are loaded and have prices to match. Sling HW has such carrying capacity and modern equipment that it carries an appropriate sticker price. TAF noted, "[Sling HW's] interior is leather upholstered with an option of full leather, the carpets are soundproofed and [the model has] a cabin heating and ventilation system. Seats are adjustable, as are the pedals [and] a luggage extension [is available] to accommodate longer cargo items such as skis, golf clubs, and surfing equipment." Perhaps Sling HW is more a miniature version of Cessna Caravan than its Skyhawk. Under U.S. regulation Sling HW has to enter the U.S. as a kit-built aircraft  although a few fully-manufactured examples can enter the country to help with marketing and educating the pilot population. But when Mosaic becomes reality, perhaps by early 2025, TAF will be able to sell you a Sling HW fully ready-to-fly.

The Airplane Factory Sling HW High Wing TECHNICAL SPECIFICATIONS all figures provided by the manufacturer

  • Wing Span — 31.3 feet
  • Wing Loading — 14.8 pounds per square foot
  • Fuel Capacity — 50 gallons
  • Maximum Gross weight — 2,314 pounds
  • Empty Weight — 1,279 pounds
  • Useful Load — 1,035 pounds
  • Payload with full fuel — 735 pounds
  • Seating capacity — 4
  • Cabin Width — 46 inches
  • Baggage capacity — 77 pound
  • Cruise Speed — 145 knots TAS (167 miles per hour)
  • Maximum Climb Rate — 900 feet per mnute
  • Stall Speed — 49 knots (56 miles per hour)
  • Range at 75% power with 45-minute reserve — 880 nautical miles
  • Endurance — 8 hours
  • Takeoff Roll — 720 feet
  • Landing Roll — 590 feet

LINKS:

COMING SOON!

More stories will follow AirVenture Oshkosh 2022. Today (Friday-July 29th) is my last day on site but more articles will follow a short break, including:
  • More from FAA — including an announced date for the Mosaic NPRM
  • Van's RV-15
  • Vee-Twin four stroke lightweight engine
  • FAA's annual safety briefing summary
  • Icon's latest A5 and their deluxe travel/storage trailer, and
  • more news from AirVenture's Fun Fly Zone, where the ultralights and more live.
Plus, I'll be uploading several short videos. Give me a few days to decompress and I'll be back on the job. Thanks everyone for reading this week's articles. Your response has been record breaking and I sincerely appreciate it.

Somewhere, it seems like a group of light plane developers must have held a meeting and decided that low wing manufacturers needed to broaden their line to include high wings. A batch of new models has been unveiled or announced this year. (Article updated 2PM – 7/29 Fri — new image of the gorgeous taildragger; see below) Did these builders not notice the industry already has a whole slew of popular high wing models? Some, like Flight Design’s CT series, has been a market leader since the beginning. Companies in the list below didn’t follow the leader then? Why now? Of course, no such industry agreement happened. Each company examined their lines and chose individually to go forward with their designs. Honestly, they’ve all come out so recently they could not have coordinated such a broad launch in a single year even if they tried. Nonetheless, here they are, one after another.

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

By Paul Hamilton || 4 Comments

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

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

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

Mountains and high density altitude demand your attention.

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

Pressure Altitude Chart

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

Temperature and Density Altitude Chart

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

Paul's Experience with LSA

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

Giving lessons in the Evolution Aircraft Revo over mountainous terrain.

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

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

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

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

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

Light-Sport Aircraft News: Oshkosh? E-Fan Ends! 1Q20 Numbers, Sling Academy, Refreshed EMS

By Dan Johnson || 3 Comments

In the rush of coverage of Vintage Ultralights and other late-breaking stories such as the Blackwing speed record, I had to set aside a few news items. Here's a catch-up… I am pleased to serve a need for news during a month when we should have been covering Sun 'n Fun and Aero Friedrichshafen. As everyone knows, those events are now rescheduled for 2021, both as a result of the global lockdown that has affected hundreds of other events. You hardly need any more coverage of the coronavirus craziness so let's get to aviation news and take a small break from these worldwide events. But first…

Oshkosh — Go or No/Go?

It has become one of the most-asked question in aviation. Will the big summer celebration of flight happen or go the way of every other airshow this year? Several sources close to EAA leadership have said a decision will come in early May, however, it doesn't take a genius to figure that. EAA is grappling with matters such as when hundreds of tents or thousands of portable bathrooms must be ordered, or finalizing the call to a not-small army of volunteers to begin the trek to Wisconsin. Such major plans must be started well in advance of the event slated for July 20-26th. If you back-calendar from when EAA needs those tents and so much more to be ready I think you get to a date that is fast approaching. Cancelling a show is frightening stuff for show producers (EAA, Sun ‘n Fun, Aero, etc.), especially when the event represents a substantial share of their annual budget (a lot for Sun ‘n Fun and Aero; somewhat less so for EAA). Other than their accountants and top leadership, few know the hard facts but it is clear these events bring in plenty of the dough needed to run the enterprises that organize the shows. I have heard all sorts of comments, such as "AirVenture accounts for upwards of 60% of the EAA's annual income." Honestly, I doubt that for EAA but for Sun 'n Fun and Aero, the percentage could even be higher. Oh, my! I hope for the best for all these vital events but I’m concerned.

So Long Airbus E-Fan

I reported some months ago about Kitty Hawk's Flyer going down despite funding from billionaire Larry Page. This month, we see another high-profile departure from electrically-powered aircraft by an even bigger company, Airbus, which partnered with Rolls Royce and Siemens… three of the largest corporations in Europe.

A prime motivator for E-Fan is Grazia Vittadini, Airbus' Chief Technology Officer. She wrote, "When I first started my career at Airbus, the notion of electric flight was considered a far-off pipedream. Today, it’s a reality." Yet that future may not involve their much-promoted E-Fan.

After a very public launch of the E-Fan X project in 2017, this month "Airbus and Rolls Royce have jointly decided to bring the E-Fan X demonstrator to an end," said Vittadini. "As with all ground-breaking R&T projects, it’s our duty to constantly evaluate and reprioritize them to ensure alignment with our ambitions. These decisions are not always easy." Her counterpart at Rolls Royce is CTO, Paul Stein, who wrote, "[The E-Fan project] involved creating a hybrid-electric power generation system … comprised of a gas turbine driving a 2.5MW generator and 3000V power electronics and an electric propulsion unit."

Airbus' E-Fan flight demonstrator flies at the Farnborough International Air Show 2014.

Stein continued, "As with all such leading-edge programs, we constantly evaluate the best way forward and it has become clear to both parties that the actual requirement to carry out a test flight with all the elements integrated is not critical at this time. As an aircraft, E-Fan X was always designed to be a demonstrator only and never for actual use as a product in service." However, that's not what they said earlier. In 2015 Flying magazine wrote, "VoltAir SAS in France [is] to build a family of plug-in and hybrid-electric light airplanes." Then-editor Stephen Pope gave details, "VoltAir's immediate aim is to build a factory in the south of France and begin producing the ­E-Fan line of small airplanes, beginning with a two-seat trainer called the E-Fan 2.0, powered entirely by batteries and electric motors and slated to reach the market in 2018. A follow-on, hybrid-electric four-seater called the E-Fan 4.0 targeted primarily at buyers in the United States will emerge soon after and is projected to go on sale in 2019." Airbus Group enlisted ­Daher, of TBM 900 turboprop fame, to produce the E-Fan 2.0 and 4.0 models at a new factory in Pau, France. It once looked so alive, but obviously, these goals were never reached and now E-Fan will retire to a museum somewhere, I suppose.

New GRT Replacement Instrument

For many years, one instrument could be found on all types of light, inexpensive aircraft. For example, nearly every powered parachute has the monochrome GRT engine monitor system. It has been a worthy element on many light aircraft, its modest $400 cost helping pilots stay aware of their engine's performance. Many other aircraft types also used the instrument. Thousands have been sold yet the original is showing its age in an era of iPhones used as avionics devices. Now, a new midwestern company has something new and fresh… This report is sufficiently early in the new product's development that I can't offer much detail, but you can see from the nearby image that is similar to the older model but features color and enhanced readability. At present the colorful EMS appears to be a panel hole-for-hole swap allowing owners of the older model to easily upgrade to the newer system. Proprietor Kyle Sulek promised to keep me informed as he pushes toward market launch. He is presently targeting release at Oshkosh, but that depends on the event progressing. Fingers crossed…

Sling Pilot Academy Steams Onward

While flight schools have been battered by lockdown orders, they have not been standing still. One clear success story is The Airplane Factory USA's venture into flight instruction. This west coast bunch did not tiptoe in gently; they cannonballed into the action; it appears to be working and well! Even during the lockdown, Sling Pilot Academy (SPA) is forging ahead. Leader Matt Liknaitzky said, "Our pilot academy is still operating on a skeleton crew. Our flight load is down about half. About half of our students and CFIs are still flying. We are doing all our ground school via Zoom. In the fairly short time SPA has been operating they have attracted 40 full-time students. Matt added that SPA has 15 Certified Flight Instructors and he amazed me adding, "We’re doing upwards of 1,000 hours of flight instruction every month!" "We operate 9 Slings, which we use for Private, Instrument, Commercial, CFI, CFII ratings." To address additional ratings, SPA also uses a pair of Tecnam P2006T twins for Commercial Multi and MEI ratings. This activity of airplane sales representatives or manufacturers also running flight school operations seems a new trend. Given the great need for pilot training, I expect we'll see more of this. Cessna found out decades ago that if you started flying in a Cessna 150, you tended to buy Cessna later. Will Sling (and the other brands pursuing flight training) make the same discovery? Only time can tell.

First Quarter 2020 Market Shares

Through the first two months of the year, few of us uttered the word "coronavirus." That ended abruptly when the stock market crashed on March 12th, 2020. While the following information covers only one quarter of the year and while it does not reflect much of the pandemic effects, we nonetheless found a few tidbits of interest. For the data hounds among you, we invite you to visit our market share and airplane registration database website called Tableau Public. In the first quarter of 2020, deliveries of Light-Sport Aircraft — either SLSA or ELSA — and Sport Pilot-eligible kits were up nicely over 2019 and 2018. If we extrapolate to the whole year, the industry may deliver 776 aircraft in 2020, up from 665 in 2019, a 17% gain, which was up from 635 or 5% from 2017. Though the industry appears to be in a reasonable growth mode, the virus lockdown is likely to affect the second quarter. A noteworthy point is that among all aircraft in this sector, the top five brands registering aircraft remain kit builders with one of those companies stronger in fully-built versus EAB kits. The top five are Zenith, Kitfox, Van's, Sonex, and Rans, in rank order. Van's is more vigorous in ready-to-fly models, at 14 of their 15 aircraft registered in 2020 being LSA, although 13 of the 14 were ELSA and only one was a SLSA model. None of the others recorded any LSA; they were all kits …but remember, these are registrations, not sales, deliveries, or completions. Among Special (fully-built) LSA registrations, Pipistrel lead the first quarter numbers with 9 aircraft, followed by Tecnam with 7 and The Airplane Factory's Sling with 5 units. We saw a five-way tie for the next rank at 4 units for each Aeropro/Aerotrek, Aeroprakt, Icon, Scoda (Super Petrel), and Vashon. Overall, the LSA segment (both SLSA and ELSA and exclusive of kit-built aircraft) was up 16% over 2019 when the numbers are annualized. By this measurement, it was a good start to the year and we will see how the industry faired in the more turbulent second quarter when we report again on July 1st, 2020. It's a Wrap …except for a parting comment from our wonderful "datastician" Steve Beste, "I think the term 'social distancing' is a misnomer. Physical distancing is what we're actually doing. Socially, I've been in closer touch with my family and friends… as we all check in on each other." Here at ByDanJohnson.com we wish you all the best getting through this weird period. Here's a fun ultralight airshow video to lighten your day.
https://youtu.be/jvav17CxISY

In the rush of coverage of Vintage Ultralights and other late-breaking stories such as the Blackwing speed record, I had to set aside a few news items. Here’s a catch-up… I am pleased to serve a need for news during a month when we should have been covering Sun ‘n Fun and Aero Friedrichshafen. As everyone knows, those events are now rescheduled for 2021, both as a result of the global lockdown that has affected hundreds of other events. You hardly need any more coverage of the coronavirus craziness so let’s get to aviation news and take a small break from these worldwide events. But first… Oshkosh — Go or No/Go? It has become one of the most-asked question in aviation. Will the big summer celebration of flight happen or go the way of every other airshow this year?

Oshkosh 2019… All Done! More Great Light-Sport Aircraft Stories (and Video)

By Dan Johnson || 2 Comments

The weeklong celebration of flight known around the planet as “Oshkosh” is now history. Although EAA was challenged by inclement weather before the show and as it opened, the weather gods smiled on the event and provided a wonderful week with all the action you can imagine. EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees*. That's a ways from the 800,000 back a couple decades but is solid growth from recent years. Especially as EAA had to work hard to overcome weather issues before the event, the organization is to be commended for handling a huge number of details with professionalism. The week of Oshkosh brought outstanding weather and only brief periods of rain. Those of us from hot states enjoyed the mild temperatures and beautiful cloud-dappled blue skies (photos). So, after getting back in the saddle after an intense week, here are a few stories of interest. One point given the nearby graphic. The logo seen in many locations was widely misinterpreted by those who thought EAA was celebrating 50 years of the event. Wrong. It has been in Oshkosh, Wisconsin for 50 years but the event itself is now 67 years old.

Rotax Meets a Need with 915iS

True to form as you might expect, Rotax followed through on a question I asked 15 months back. As reported in this review of the 915iS and 912iS the company’s top man strongly hinted at a fixed pitch version of this engine. Thomas Uhr has since moved up higher in the organization but at a journalist event last year, he answered a questions about fixed pitch on the 915 engine. He did not then answer directly but said, "Every engine Rotax has produced has been able to use a fixed pitch prop. Take from that statement what you will." Sure enough, the new powerful engine from the Austrian company will be available for used with fixed or ground adjustable prop by fall of this year. Good on Rotax and the well-spoken Mr. Uhr.

Magni Gyro has fit the 915 to models designated with "Plus."

Some countries allow constant speed or in-flight adjustable props but not the USA. FAA specified no in-flight adjustment in the current regulation. We believe this will change with the new reg (recent report) but that could be some years in the future. Until then, only fixed pitch can be used on American Light-Sport Aircraft. Rotax is enjoying good success with the 915iS fuel injected, turbocharged, intercooler power plant. More than 400 engines are now flying on aircraft and the number of airframe producers using the new engine continues to grow. More about Rotax success. The 915iS is also an important engine for the larger, up to four seat, aircraft to come in the LSA world as well as on kit-built aircraft and some models preparing for approval under the new version of Part 23 certification (that will use industry consensus standards modeled significantly after the LSA set of standards).

High from Low (wings, that is)

Two leading companies exclusively using low wings will be introducing high wing models in the near future. One is a trade secret for now, but another was announced at Oshkosh. What's interesting here is that both companies have exclusively made low wing models in various configuration. Neither has made a high wing. One of these is also planning the new, powerful Rotax 915iS engine (though both producers are using that power plant in one of the low wing models. For more on the entry from South Africa's The Airplane Factory Sling TSi High Wing, see the video below. What's interesting  is that this entry offer more seats and more capabilities. For the immediate future, Sling TSi High Wing will have to be kit built but as you read here, FAA will allow four seaters as basic Light-Sport Aircraft. Once again, TAF founder Mike Blythe is ahead of the game. He was the first producer I personally observed getting excited about what he could do with the 141-horsepower Rotax 915iS. Barely a couple years after I saw his mind working, he not only built the low wing Sling TSi but the new model promptly flew around the world, literally. I expect to see a plan for the high wing TSi to also make the globe-girdling flight.

LAMA’s Dual Award

For only the second time, the association awarded two persons their highest honor, the Presidents Award for Outstanding Individual. A few years ago, a rare tie produced a dual award. This year, voting for the 28th year of the LAMA award, resulted in another dual award. Hundreds of members of the business community for light aircraft offered nominations. The person with the most such wins; it's a very simple system to recognize hardworking, creative people who helped move light aviation forward.

Kerry Ritcher (L) and Scott Severen won the LAMA President's Award for 2019. photos by Randee Laskewitz

One of this years winners was Kerry Ritcher. With his father, Wayne, Kerry founded three aviation companies. He started manufacturing aircraft in 1977 and his enterprises have produced a total of more than 3,000 aircraft, continuing to the present. His best known design is the SeaRey from Progressive Aerodyne based in Tavares, Florida. A Private Pilot with over 12,000 hours, Kerry has designed a dozen varied aircraft including Hi-Nuski; Cobra; King Cobra; Sea Wolf; Carrera; Carrera 180; Buccaneer SX; Catalina; Colibri; SeaRey; Stingray; and, SeaRey LSX/LS. The latter are in active production by the company he founded. The second awardee is also a LAMA board of directors member. Scott Severen started flying hang gliders in 1973 and has since been active in several aviation enterprises. He also assisted many organizations supporting light aviation including the U.S. Ultralight Association; the Airpark Owners and Operators Association; the EAA Ultralight & Light-Sport Aircraft Council, and the LAMA board. In 2004, Scott joined IndUS Aviation, and was instrumental in the effort to be the first American designed aircraft to earn SLSA certification. Severen presently owns and operates US Sport Planes, involved in LSA sales, brokerage, factory authorized maintenance and major structural repairs in Denton, Texas. In 2018, he took over as the North American representative for the Jabiru line of Light-Sport Aircraft. Scott is a private pilot and has accumulated over 2,000 hours in numerous types of aircraft.

Part 103 Success Story

More than one fixed wing producer of conforming Part 103 aircraft expressed strong, continuing interest in these lightest flyers. Kolb and U-fly-It are both so busy building their 103 models that they are not focused on two seaters. Aerolite does not have a two-seat model and no plans for one. Kolb has the Mark III but the action is in their Part 103 models, said Kolb boss, Bryan Melborn. The good news continues…

Badland introduced their Part 103-compliant F-series at Oshkosh 2019.

The arrival of Badland's Part 103 entry F-series in five variations adds to such popular choices as Kolb's Firefly, U-Fly-It's Aerolite 103, Just's True 103 (still in development), models from Team Aircraft and Fisher Flying Products. This listing of Part 103 prospects is not meant to be exhaustive and leaves out players like Evolution's Rev trike or Infinity's Challenger 103 powered parachute plus others. The point being, Part 103 appears not only to be surviving but thriving! Oshkosh even had an entrepreneur that has organized to provide support to Canada's Lazair. Watch for a video on this interesting development and see the nearby image if you are not familiar with this once-popular ultralight aircraft. Especially while most LSA run well into six figures, Part 103 pilots enjoy the greatest freedom in aviation. The simple rule has been unchanged since 1982 and allows flight in an ultralight vechile without a pilot certificate, N-numbers, or aviation medical. A producer can sell you a ready to fly model without getting FAA approval. As with LSA, ultralights overcame early issues to become solid members of the aviation fleet. Other countries have similar regulations.

Coolest Rig Seen At Oshkosh

If you’re a good, red-blooded American pilot, I don’t see how you could not love this setup. Your luxurious motor home towing your Corvette and your Aerotrek A240 in a custom-built trailer that you can handle by yourself. I hope I didn’t drool on it as I looked it over. Built for recreation, this highly-customized trailer is towed behind the owner’s motorhome. It can hold his Aerotrek A240, requiring the tricycle gear model so as to fit the owners Corvette underneath. A clever system of ramps and winches allows him to load the aircraft and the car with no assistance. Both sides also open up to make it easier to stow the airplane ramps once the aircraft is secured and to allow proper tie-down of the Corvette. As a former Corvette owner, a former motorhome owner, and a lover of the Aerotrek aircraft, this setup looked to be about as close to aviation heaven as mere mortals can get. So, this apparatus gets my award for the Coolest Rig seen at the show.

Watch here as The Airplane Factory founder, Mike Blythe introduces the Sling TSi High Wing…

https://youtu.be/I9I7_ZBUDC4

Canada's Lazair may not returning to the market but parts for it are, a fact current owners should appreciate.

* The number 642,000 introduces different counting methods. I understand this number to mean the number of people passing through the gates, however, one person entering for several days is counted each day. Taken to task a few years ago, Sun 'n Fun now reportedly counts discreet individuals so the Florida show seems to have smaller numbers. Oshkosh is clearly a good deal larger but not as much as their reported numbers make it appear. Either counting method can be defended but this is comparing apples to oranges. And whatever the numbers, our glimpses of Oshkosh while zipping around doing videos and gathering story material strongly suggested great attendance in 2019.

Here's the lowest cost "aircraft" I found at the show. No doubt some youngster is thrilled to ride this baby around the neighborhood.

The weeklong celebration of flight known around the planet as “Oshkosh” is now history. Although EAA was challenged by inclement weather before the show and as it opened, the weather gods smiled on the event and provided a wonderful week with all the action you can imagine. EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees*. That’s a ways from the 800,000 back a couple decades but is solid growth from recent years. Especially as EAA had to work hard to overcome weather issues before the event, the organization is to be commended for handling a huge number of details with professionalism. The week of Oshkosh brought outstanding weather and only brief periods of rain. Those of us from hot states enjoyed the mild temperatures and beautiful cloud-dappled blue skies (photos). So, after getting back in the saddle after an intense week, here are a few stories of interest.

Look Out, Legacies! Light-Sport Aircraft in Flight Schools Operated by the Aircraft Representative

By Dan Johnson || 11 Comments

For years, I have been interviewing suppliers of Light-Sport Aircraft about how functional and durable their SLSA are for flight training. Contrary to what many think many SLSA actually make good trainers (see this recent article). Old timers might think you have to stick with Cessna or Piper to have an airframe built robustly enough to handle student flight training. Those who feel that way are behind the times. LSA are here and now in flight schools.

Student, Victor Ponte celebrates a new Private Pilot certificate following his check-ride with instructor Kathryn Stanley.

This is a tale, not of two cities, but of two coasts, the Pacific and Atlantic yet the story is unfolding in several other locations, too. Based on multiple flight schools deep into using LSA (as portrayed in the linked article above), current LSA appear more than up to the job. That has been ongoing for some time. The new development that is popping up on the coasts and elsewhere in between are entirely new flight schools, ones organized completely around Light-Sport Aircraft as primary trainers. While selling to any existing flight school using legacy trainers — such as Cessna 150s, 172s, or Piper Cherokees — vendors of modern LSA aren't waiting for every training operation to see the light. Instead, they are starting their own academies and using their Special LSA for primary training and more. Some of these are Part 141 schools and, without exception, those I've interviewed find SLSA completely worthy of this important task. With a looming pilot shortage reported around the world, their initiative is likely to pay off. The airlines are now admitting they have a huge problem coming. Even some military organization are finding it harder to enlist pilots. As someone once said, "If you want a job done right, do it yourself!" So, they did.

East and West Coast Flight Ops

Both Sling Pilot Academy (SPA) and Sebring Flight Academy (SFA) are relatively recent starts but both already have students well trained enough that they can begin taking some of the chores of training the next batch, under controlled and highly supervised leadership, of course. This is serious stuff. These students could be piloting the airliner in which you are flying in just a few years.

Classes are filling at both SPA and SRA. This scene is from Sling Pilot Academy.

When students earn their credentials and are ready for more, SPA uses a pair of recently-acquired dual-Rotax-engine Tecnam Twins. SFA uses the well-proven Piper Seneca twin. Both places appear to be humming with activity! SPA has evolved from a modest, quiet flight school into a bustling operation. "We're just getting started," said SPA boss, Matt Litnaitzky. "Four new aircraft are on their way, we've added an additional hangar, as well as nearly quadrupling our staff. The first academy class is already airborne well on their way to a dream career." SPA said students are expected to complete their ratings in nine months and finish building their 1,500 hours in a year and a half. By utilizing efficient Rotax-powered aircraft with state-of-the art modern avionics, SPA students will be entering the airlines with glass cockpit experience at a fraction of the cost.

Compare this luxurious and superbly-equipped cockpit to a 50-year-old Cessna 172 (or any number of legacy flight aircraft). Which do you think your average millennial would prefer flying?

Across the continent at Sebring Flight Academy, they are using Lou Mancuso's ingenious system of elevating their freshly-certificated students into flight training under the supervision of seasoned pros. As a former instructor myself, I can confirm a CFI learns every bit as much as each student he or she trains. SFA offers a full package of nearby lodging (they bought a house not far from SEF airport) and a work opportunity as ways to hold down the cost and concentrate the student's payment into actual training rather than lodging and transportation expense. Likewise, SPA has a whole web page dedicated to showing the savings they can offer. Both of these modern schools are very keenly aware that, as SPA reported, "The hot topic of every FBO around is 'a pilot shortage is upon us'..."  Indeed, Boeing predicts over the next 20 years that North America alone will need 206,000 airline pilots. Globally that figures rises dramatically to some 800,000 pilots. Students getting into professional courses like those offered by SPA and SFA have very bright futures in my opinion. Airlines have great need, but so do corporate bizjet departments and military aviation divisions. China's military — even given its immense population — is increasing recruitment as they face upcoming shortages. Then, we have eVTOL air taxis in hot development and all manner of remote pilot positions. It's not just pilots either. Although it's a story worthy of another article, mechanics are predicted to have even higher job opportunities with pay scales increasing to entice trained workers. This is a great time to be a young person pursing aviation, better than I've seen in many decades of following aviation closely. It's wonderful to see Sling Pilot Academy and Sebring Flight Academy rewriting the old rules of how a flight school should be operated. I'm exceptionally proud of both enterprises. Current pilots can contact The Airplane Factory USA or Bristell USA to learn more about the aircraft they represent.

For years, I have been interviewing suppliers of Light-Sport Aircraft about how functional and durable their SLSA are for flight training. Contrary to what many think many SLSA actually make good trainers (see this recent article). Old timers might think you have to stick with Cessna or Piper to have an airframe built robustly enough to handle student flight training. Those who feel that way are behind the times. LSA are here and now in flight schools. This is a tale, not of two cities, but of two coasts, the Pacific and Atlantic yet the story is unfolding in several other locations, too. Based on multiple flight schools deep into using LSA (as portrayed in the linked article above), current LSA appear more than up to the job. That has been ongoing for some time. The new development that is popping up on the coasts and elsewhere in between are entirely new flight schools, ones organized completely around Light-Sport Aircraft as primary trainers.

What Effect Will “BasicMed” Have on Light-Sport?

By Dan Johnson || 6 Comments

Tecnam's handsome Astore helped celebrate the company's 65th anniversary in business.

Are excited general aviation pilots kidding themselves about BasicMed? At least one prominent light aviation expert thinks so and judging from comments I've received, I am inclined to say this is much more common than some want to believe.

The number of inquiries or comments I have received compels me to speak to this subject. Several readers or viewers asked variations on this question, "Will this have an adverse effect on Light-Sport Aircraft?" I'll offer my response and then add some other comments.

Aviation medical reform is nearly complete (BasicMed becomes effective May 1st). Many pilots may be waiting to qualify. Most need only to fulfill the requirement for an online evaluation every two years (free from AOPA) plus needing to see a doctor every four. If they did not earn a third class medical in the last 10 years, they must get that out of the way first. This is potentially a big problem as many let their medical lapse for various reasons.

The good news: Light-Sport Aircraft or Sport Pilot-eligible kit aircraft trigger no such requirement.

The Airplane Factory's Sling is available as a two-seat LSA or a 4-seat kit.

Aviators from the LSA and Sport Pilot-eligible aircraft community are generally pleased that some pilots will be able to acquire airplanes from the used GA fleet at low cost or continue to fly the one they already own or rent. The fleet averages nearly 40 years old but that also means lower asking prices (though BasicMed demand could nudge the prices upward).

However, the appeal remains strong for a new LSA at an affordable price or a used LSA at a reduced cost. These roomy, up-to-date aircraft commonly have modern fuel-efficient engines, highly sophisticated equipment including glass panels, and feature low operating costs with performance to match many GA airplanes, albeit with two seats. Light kit aircraft offer broad customization at modest expense. All can be flown with no medical proof other than a valid driver's license.

When the rule change was first proposed five years ago, LSA sales took a nose dive. That body blow to a young industry segment has long since been absorbed and pilots who want a late-model aircraft have been choosing from dozens of models that are now well-established in the market and boast good safety records.

Contrary to some naysayers, LSA has been a global success. Today, LSA and LSA-like aircraft represent well over 60,000 units worldwide with annual sales around 3,000 new units. That last figure is about triple the number of new Type Certified aircraft delivered annually, according to recent reports. Find more details on LSA around the world in this article.

Remos debuted their slick new GXiS model at AirVenture 2016.

"As for the current [BasicMed] proposal, it is not the open medical idea that the LSA pilots enjoy," observed Eric Tucker, longtime industry expert and technical representative for Rotax in the Americas.

"The 'hoops' put in by the FAA make [achieving BasicMed] anything but simple," he added. "There are still checks, there are still evaluations that make this far more complex than the LSA medical we currently have."

Eric summarized noting that, given those fresh "hoops," LSA will not lose its appeal due to the medical changes for pilots.

"After reviewing the new requirements, the so-called relaxing of the medical for pilots, I am rather surprised at the pundits' responses," elaborated Eric. "This is not at all the same as the LSA rule. Indeed this is in some ways worse than what they have at the moment, in my opinion. You now have people who have to go to a doctor who will be unsure of what is really required and perhaps reluctant to sign off on a certificate that they know so little about."

Eric suggested asking yourself these questions: "Will doctors unfamiliar with aviation be willing to sign off for aviation medicals? Will they be willing to take on the responsibility for this in light of the legal response, if it should occur (as it no doubt will) that a pilot has a medical issue while flying after seeing a regular doctor? I think that the positive thoughts expressed today by some might change when we recheck this in a few years. Time will tell."

"The LSA rule is far better," Eric concluded. "People should be made aware of this."

Are excited general aviation pilots kidding themselves about BasicMed? At least one prominent light aviation expert thinks so and judging from comments I’ve received, I am inclined to say this is much more common than some want to believe. The number of inquiries or comments I have received compels me to speak to this subject. Several readers or viewers asked variations on this question, “Will this have an adverse effect on Light-Sport Aircraft?” I’ll offer my response and then add some other comments. Aviation medical reform is nearly complete (BasicMed becomes effective May 1st). Many pilots may be waiting to qualify. Most need only to fulfill the requirement for an online evaluation every two years (free from AOPA) plus needing to see a doctor every four. If they did not earn a third class medical in the last 10 years, they must get that out of the way first. This is potentially a big problem as many let their medical lapse for various reasons.

Flying Sling 4 … Airman’s Medical Update

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As I've indicated many times in the last couple years, this website seeks to deliver news and video about Light-Sport Aircraft, light kit aircraft, ultralights, and light GA aircraft. The latter refers to four seat (and larger) aircraft created by the same companies that make LSA or kits. Specifically, I do not plan much on Cessna, Piper, Cirrus, Diamond, and other legacy brands as every magazine already examines these every month. Instead, I plan to cover emerging models from companies that established their brand in the LSA space: Tecnam, Flight Design, Pipistrel, Evektor, Van's and The Airplane Factory. These six manufacturers are presently in the four seat game either with ready-to-fly aircraft or four seat kits. More are expected to follow. At Copperstate 2015, I finally got a chance to fly the Sling 4 from The Airplane Factory, which I had been anticipating since enjoying the Sling LSA. The South African company has a rich history in light aircraft, with principal Mike Blyth flying weight shift trikes all over the world, including several epic journeys. He certainly "gets" all manner of light aircraft and sought to make a four seater, which, of course, he also flew around the world. Such voyages a something of a habit for Mike. Sling 4 uses Rotax power, in this case the turbo-charged 914 model. (I'll bet they start using the 135-horsepower 915 when it becomes available. I witnessed Mike paying close attention when the new powerplant was announced at Oshkosh 2015.) Like the two seat Sling LSA, Sling 4 is all-metal excepting some composite elements. Except for the second row of seats (see last photo), Sling 4 looks much like the Sling LSA. I'd call that a very good thing as the LSA model is a comfortable machine. Different from Sling LSA that uses a sliding canopy, Sling 4 has a couple upward-hinging doors that allow easy enough entry though you must first climb up on the wing. I didn't get in the rear but TAFer Jordan Denitz made it look easy enough. Naturally, as TAF-USA entrepreneur Matt Litnaitzky also represents the MGL Avionics line (also from South Africa), Sling 4 uses these fine instruments and radios. Sling 4 featured twin large EFIS screens. Unlike Sling LSA, for which we did a full Video Pilot Report that you'll see before too long, I did not do a full review of Sling 4. However, my 20-minute experience with it suggested I could really come to like the airplane. It flew very nicely and offers the extra space some covet. Useful load is significant even with — and partly because of — the small-ish Rotax engine. Sling 4 felt a bit heavier, which of course it is, but it exhibited the same wonderful handling I'd enjoyed on Sling LSA. Perhaps best of all for those trying to not break their budget, Sling 4 is quite modestly priced, barely into six figures. Naturally, you'll have to build this model but the TAF boys say it is a reasonable project. Since you need a medical to fly a four seater like Sling 4, you may want to know more about the effort to move beyond the Third Class Medical. EAA states, "Third-class medical reform is closer than ever before, but it's a complex issue ..." "Almost anyone who has held a regular or special issuance third-class medical certificate within the 10 years preceding the date the legislation is enacted will never again need to visit an aviation medical examiner (AME). If you've never held a third-class medical certificate, you will need to get a medical certificate. If your regular or special issuance medical certificate lapsed more than 10 years before the legislation is enacted, you will need to get a medical certificate. And if you develop certain cardiac, neurological, or psychological conditions, you will need a one-time-only special issuance medical." The legislation is by no means a done deal. "A number of lawmakers made it absolutely clear that they would not support legislation that completely eliminated the third-class medical," clarified EAA. "The compromises Sen. Inhofe arrived at represent the very best deal possible for pilots while winning sufficient support in Congress to keep the legislation alive." Even if it passes in the Senate and the House and gets the president's signature, FAA then enters into rule making and a minimum of a year will pass before you can use the proposed new privileges. The initiative's cosponsor, AOPA, wrote, "Both chambers must pass the bill and reconcile any differences before it can go the president for his signature." The big member organization added, "The original language of the Pilot's Bill of Rights 2 did not have enough support in the Senate. It was not going to pass or move forward in its original form." Being completely honest, AOPA noted, "Even with all the progress, there's still work to do. Few things move forward quickly in Congress." To get all the info EAA (and AOPA) offers, visit this FAQ link.

As I’ve indicated many times in the last couple years, this website seeks to deliver news and video about Light-Sport Aircraft, light kit aircraft, ultralights, and light GA aircraft. The latter refers to four seat (and larger) aircraft created by the same companies that make LSA or kits. Specifically, I do not plan much on Cessna, Piper, Cirrus, Diamond, and other legacy brands as every magazine already examines these every month. Instead, I plan to cover emerging models from companies that established their brand in the LSA space: Tecnam, Flight Design, Pipistrel, Evektor, Van’s and The Airplane Factory. These six manufacturers are presently in the four seat game either with ready-to-fly aircraft or four seat kits. More are expected to follow. At Copperstate 2015, I finally got a chance to fly the Sling 4 from The Airplane Factory, which I had been anticipating since enjoying the Sling LSA.

Light-Sport Aircraft … Going the Distance

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Michael Smith and son pose with the Southern Sun Searey.

Surely a very welcome sight for two aviators who need a stretch: Majuro (PKMJ) in the Marshall Islands

Yellow line is the route and red circle is where the Sling pilots were at the time. Yikes!

Similar to the Quantas flying boat, Boeing's B-314 had multiple levels, large passenger compartments, a dining room, and seat unfolded to become beds. In the nearest engine nacelle, a mechanic works on the engine in flight. Flight crew had large tables to review maps.

Among the critiques some old school pilots employ when trying to marginalize Light-Sport Aircraft is that these aircraft are not suited to flying long distances. I've reported several around the world flights (check this article and here's another) but that's hardly all the long flights. The invitation started out, "Join all of us at Progressive Aerodyne and the City of Tavares on Friday, September 11 for a presentation by Michael Smith about his epic Searey flight from Melbourne, Australia to Central Florida. Michael will give a presentation at the beautiful Tavares Pavilion on the Lake about his incredible journey." Unfortunately, I can't attend as I'll be working the Midwest LSA Expo in Mt. Vernon, Illinois that weekend. However, many readers probably cannot attend either so here's a bit of Michael's story. In the not-too-distant past, documenting a trip like his probably meant appealing to a magazine or publishing a book. Either would be challenging and by the time it was printed and distributed, it would be dated. Thank goodness for the Internet and a website called TravelPod that allowed many to follow in near real time. At the outset, Michael wrote, "The plan is to loosely follow the Qantas Empire Flying Boat route of 1938 from Sydney to London in the Searey amphibian aeroplane named 'Southern Sun.'" Of course, Quantas was a giant flying boat and the S.S. Searey is tiny plus Michael would fly solo. His blog continued, "The story of the grand flying boats on the pre-war era I found captivating. All of the research I was doing [for my flight] came together when [I visited] an excellent exhibition of the Flying Boat era in Sydney. I snapped up photos of dsplays, maps, itineraries and the like, and decided, one day, I would really like to do that." Michael notes that his Searey has "a similar range to the flying boat airliners of 1938 ... just a little less amenity and comfort." He observed, "Those planes were conceived with [ocean-crossing] ship comfort in mind, with three levels of decks, lounge chairs, even mini golf." Then he added dryly, "I lack most of those facilities ..." Unlike a record-setting dash, Michael chose to make his an enjoyable expedition, pausing in each city for a day or two "to seek out the old landing spots and hotels that were used" by the airline companies. For those of you who read his travel blog, you can find plenty of info with numerous photos chronicling his discoveries along the route. While the first legs allowed more frequent stops, departing England got serious. Admitting that unlike the airlines, "I don't have the range to do Ireland to Canada direct," Michael shows his explorer side saying, "I've always been keen to see a few islands in the North Atlantic." This comment sums up the North Atlantic crossing, "Deep down ... I was apprehensive about this flight. It was only a 575 mile leg, and while I had fueled the plane close to the gills to give me spare range, it's a long passage over some very cold water." You might think he would simply climb to the safest altitude but that's not possible Michael discovered. "Flying VFR over the Atlantic means staying out of controlled airspace, which starts at 6,000 feet, and as [I was] heading west that meant 4,500 feet." It is more important to watch winds at various levels to minimize fuel use. Having extra height to extend a glide is less meaningful over the North Atlantic. Despite his apprehension, 9.2 hours later he landing in Iceland. I recommend you read about Michael's long trip via his regular posts on TravelPod . He's quite an engaging writer and in this way you can follow his experiences. I found it a fascinating travelogue. Is Michael done with these long distance flight? It certainly does not sound like it, and after a success flying half-way around the world, who knows? Here's how he ended his 53-part travel blog, "I'm flying home with Qantas on Monday. On the whole 'what's next question,' that needs some thinking, but I do note on today's track map there is an interesting island south of Florida that Americans can't currently visit ..." I'll bet we see more from Michael. Another Very Long Flight Underway ... In a completely different attempt, we continue following the flight of a Sling LSA as it circles the globe. (See earlier article.) Flying even farther than Michael Smith and the SS Searey, these fellows have no boat hull under them as they cross two oceans. However, they have experience as TAF aircraft have now three times done a circumnavigation of the Earth. So much for LSA not flying long distances (though one of the TAF flights was their four seater, presently built as a Experimental). The U.S. Sling company wrote, "The 2015 Sling Around the World Expedition is once again underway! After a month's rest in Los Angeles, Patrick Huang of the Airplane Factory Asia was joined by Jean d'Assonville of The Airplane Factory USA, a veteran Sling circumnavigator, and the two took off from Torrance, California for Hawaii on Saturday, August 29th. "Once situated in their trusty steed — the South African registered Sling ZU-TWN — the pair made a quick fuel stop in San Luis Obispo, CA (KSBP) and then began the non-stop flight to Hawaii. They originally planned for a stop in Maui, but after favorable tailwinds and a fuel burn of 4 GPH, they amended plans and flew even further to Honolulu, PHNL. Total flight time was around 21.5 hours and fuel used was 102 gallons. "After a check of the weather they determined it would be best to make a quick turn around and were back in the air the very next day. They took off from Honolulu at 7:38 Pacific time on Monday, August 31st and began the long journey to Majuro (PKMJ) in the Marshall Islands. They were in constant communication with TAF's team in both the USA and South Africa, who navigated them around a few Pacific Ocean storms (image). Some favorable tailwinds were seen initially and after 19.5 hours and over 2,000 nautical miles, they landed on the beautiful coral atoll of Majuro." The Sling trip is underway as this is written but, as with Michael Smith's voyage, you can follow the pair en route. This blog link describes the trip. Or go to TAF USA's Facebook page.

Among the critiques some old school pilots employ when trying to marginalize Light-Sport Aircraft is that these aircraft are not suited to flying long distances. I’ve reported several around the world flights (check this article and here’s another) but that’s hardly all the long flights. The invitation started out, “Join all of us at Progressive Aerodyne and the City of Tavares on Friday, September 11 for a presentation by Michael Smith about his epic Searey flight from Melbourne, Australia to Central Florida. Michael will give a presentation at the beautiful Tavares Pavilion on the Lake about his incredible journey.” Unfortunately, I can’t attend as I’ll be working the Midwest LSA Expo in Mt. Vernon, Illinois that weekend. However, many readers probably cannot attend either so here’s a bit of Michael’s story. In the not-too-distant past, documenting a trip like his probably meant appealing to a magazine or publishing a book.

Aircraft of Copperstate 2015 Continued (Part 2)

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Copperstate 2015 crowds were good on Friday and Saturday as shown by a throng examining this Scoda Aeronautics Super Petrel LS seaplane.

Kitfox's new STi model with John McBean and Dan preparing to go aloft for a Video Pilot Report.

Sling LSA was one of two The Aircraft Factory models we flew at Copperstate 2015.

Just Aircraft's SuperSTOL painted in the colors Rotax BRP uses for their fuel-injected 912 iS Sport engine.

In this Copperstate Part 2 article we resume the list of aircraft Videoman Dave and I reviewed at the show south of Phoenix, Arizona in Casa Grande. To remind you, this was the 43rd running of this show that invites all sorts of aircraft — and many dozens did fly in each day plus others did fly-over demonstrations. However, Copperstate generates a particularly strong response from manufacturers and representatives of Light-Sport Aircraft, light kit aircraft, and utralights. That makes it a must-go show for our team at ByDanJohnson.com and Dave's SportAviationMagazine.com YouTube channel that so many of you seem to enjoy. Like other shows, many of you approached us at the event and expressed your ongoing interest in the video content we create. We are very pleased about your loyal viewership and will continue to work hard to build our growing video library ... already at 400+ videos and moving steadily to 500 and beyond. Dave started his channel before I joined the party and his channel now offers around 1,000 videos ... lots to enjoy! KITFOX STi — Around the globe, everybody knows Kitfox. Some 6,000 kits have been sold and owner John McBean is sure of more than 4,000 flying all over the world. (Many countries don't report such things so he was estimating conservatively.) No matter the precise count, Kitfox qualifies as one of the most successful kit aircraft of all time. John and his group have also achieve Special LSA status for the Super Sport model, sometimes referred to as Series 7. Dating back nearly three decades Kitfox is a very familiar shape, but what you might not know is all the updates that have occurred over the years. While early Kitfoxes had a reputation of being very light on the controls and a bit jumpy in yaw, that's all ancient history for the models produced under John and Debra McBean's careful guidance. Yet making the aircraft more refined and more enjoyable to fly is not all the Kitfox'ers have been doing. At Copperstate I went aloft with John in the STi, which stands for "STOL inspired." With substantial changes to the wing (more chord, for example) and 29-inch tundra tires, the STi left the runway in even less distance than a typical Kitfox, which is no slouch in that department. The flight with John proved he is a consummate professional with very adept in-flight practices that show his years of experience. I believe you'll enjoy the VPR this flight created. SLING LSA and SLING 4 — From way down under in South Africa comes the Sling. Ha! That long distance is no big deal, really. This company has flown multiple models all the way around the world | not once, not twice, but three times! I guess that answers all questions about the cross country capability of this handsome design | or designs. Yep, at Copperstate, I got to fly the Sling LSA but also the Rotax 914-powered Sling 4, their kit-built four-seater entry. Sling was a bit late to the LSA party. While The Airplane Factory had been operating in South Africa and selling in other countries, The Airplane Factory USA only brought in the first Sling in 2012, SLSA #125 out of 136 so far. When it arrived, Sling displayed some very interesting lines; I especially like the angular engine cowl shape. Obviously, the designers believe the craft is very solid as they were willing to make 'round the world flight #1 almost immediately after the design was completed and built. That's confidence! Main man Mike Blythe brings tons of experience to the table and it shows. However, The Airplane Factory's presence in the USA owes a debt to Matt Litnaitzky and his team. While also tending to the build-up of MGL Avionics , Matt has calmly and steadily nurtured TAF's models now including a Sling SLSA and EAB kit in both tricycle gear and taildragger plus a roomy four seat Sling 4 kit that boasts 1,000 pounds of useful load. I got to fly both at Copperstate and we did a fourth VPR on the LSA model. Look for it when the editing chores are done. JUST SUPERSTOL — At the Flying Magazine Aviation Expo in Palm Springs, California the week before, Videoman Dave and I sharpened our focus on women in aviation. We shot four new videos about women pilots and aviation participants and we continued that at Copperstate in Casa Grande, Arizona. We didn't fly in SuperSTOL as we had already done that at Sun 'n Fun (video) with Just Aircraft designer, Troy Woodland. Instead we focused on this SuperSTOL because Hutch Hudgins was aided by wife Ann Summerton in building this example. Their five month effort on six days a week moved to even longer hours every day of the week before they needed to head back to Montana. Every step of the way, this aircraft was a husband and wife project. Sharp readers may observe that this SuperSTOL is painted in the colors Rotax uses for their fuel-injected 912 iS. A nurse by profession, Ann was no delicate flower guilted into helping her husband. With obvious pride, she threw herself into the project just like Hutch and the result is first a vastly greater familiarity with literally every part on the SuperSTOL but also a deep and genuine interest in the airplane. Now the couple will host builders of SuperSTOL at a builder assist center they are creating where folks can come assemble their kit with supervision from Hutch and Ann (when she's not helping other folks in her nursing role). More info will appear in the video that follows. We have more videos coming about women in aviation that we think you'll enjoy! Click back often.

In this Copperstate Part 2 article we resume the list of aircraft Videoman Dave and I reviewed at the show south of Phoenix, Arizona in Casa Grande. To remind you, this was the 43rd running of this show that invites all sorts of aircraft — and many dozens did fly in each day plus others did fly-over demonstrations. However, Copperstate generates a particularly strong response from manufacturers and representatives of Light-Sport Aircraft, light kit aircraft, and utralights. That makes it a must-go show for our team at ByDanJohnson.com and Dave’s SportAviationMagazine.com YouTube channel that so many of you seem to enjoy. Like other shows, many of you approached us at the event and expressed your ongoing interest in the video content we create. We are very pleased about your loyal viewership and will continue to work hard to build our growing video library … already at 400+ videos and moving steadily to 500 and beyond.

Flying a Sling Taildragger in America

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Light-Sport Aircraft comprise an diverse gaggle of some beautiful airplanes. Choices are available in a dizzying array of configurations and variations. In fact, so many selections are available to you (as Special LSA) that I created PlaneFinder 2.0 to help folks narrow the decision to a few that might best suit your needs, interests, experience, and budget. If you haven't checked out this cool feature, you should do so. You can click on and off more than 20 different aircraft characteristics, all simple yes-or-no type entries. As you do so, the "Matching List" changes to show the aircraft that meet your criteria. From that list you'll see links that let you read more content (written and video) available on this website. You must register to use PlaneFinder 2.0 (your email is all that is required and after you do so we'll send you a regular English-word password that you can change), however, PlaneFinder 2.0 is completely free, like most of our content. Go have fun! Many LSA are available as nose wheel, tricycle gear airplanes. Some are taildraggers. Some go both ways. If you're not sure about your ability to fly a taildragger I have two things to say: (1) LSA taildraggers are not that challenging to fly for a variety of reasons (some of which I'll mention below), and, (2) taildraggers look so cool. So, I don't know about you but when I heard about the Sling taildragger I almost started an involuntary Pavlovian drool. I've enjoyed flying Sling in nosedragger form — see this article — but, ooh la la, a taildragger ... now that get's my blood flowing freely. "I flew about 20 hours in the Taildragger while it was here [at our Torrence, California facility]," said U.S. importer Matt Litnaitzky of The Airplane Factory USA. He also reported flying a few more hours in South Africa a year ago. The Airplane Factory is a South African producer of Sling, Sling 4 — their four seater — and who knows what else might be coming from this hard-working manufacturer. "The Sling Taildragger is almost identical to the regular [tricycle gear] Sling LSA, save for the landing gear configuration," Matt continued. "It features dual toe brakes, whereas the tricycle version is delivered standard with direct steered nosewheel and hand-operated brake." As a taildragger, differential braking such as with toe brakes, is important to allow better ramp maneuverability. However this introduces the potential for the dreaded ground loop. So, let me address this for a few lines. For those that may be new to taildraggers, a ground loop is not really a "loop" in the common aeronautical use of that word. It means that, due to the mass of aircraft aft of the main gear, should the pilot let the tail end move too far toward either side with some element of momentum in that movement, the tail can come more aggressively to the side. With a high wing or low, a sideways moving tail can cause a wing tip to strike the ground, whether somewhat gently or more forcefully. When a wingtip located far from the aircraft center of mass drags on the ground, leverage causes even more movement the wrong way and that can result in quite a twirl on the ground ... the "ground loop." Usually the damage is not too significant and it is the pilot's ego that is more seriously wounded. However, with enough force and speed involved, it can be quite a bit worse. Being relatively light aircraft usually landing at fairly slow speeds, and often having a lower deck angle — meaning the nose is not particularly high compared to the horizontal — LSA ground loops are much less likely and not as much bad stuff happens when one occurs. The solution, instilled by a quality taildragger checkout from a knowledgeable instructor or experienced pilot, often involves what is called "happy feet." If you keep your feet moving on the rudder pedals — using a series of small regular movements, to prevent the tail from getting too far to one side or the other — the ground loop is easily avoided. On something like a DC-3 this is a very big deal. On most LSA, it simply shouldn't dissuade you from trying a taildragger. Did I mention they look SO cool? Until I can fly Sling taildragger, I'm happy to pass along Matt's further comments. "During taxi, the Sling Taildragger provides sufficient visibility down the runway to see straight ahead without S-turning," said Matt. He elaborated, "The gear geometry is such that when the tail comes up on the takeoff roll, the aircraft remains extremely steady on the runway, with very little steering input required. "In flight she shares the same light control harmony that the standard Sling has, since it is the same airplane. Three-point landings are a breeze in the Sling Taildragger and control is easily maintained on the rollout. "The Sling LSA Taildragger [sells for] approximately the same price as the Sling LSA (starting at $135,000), but the gorgeous lines of the Sling are accentuated by the aggressive nose-up stance on the ground. All photos with this article were captured by photographer Evan Byrne, whom interested parties can contact at his aerial photography web address. Thanks, Evan!

Light-Sport Aircraft comprise an diverse gaggle of some beautiful airplanes. Choices are available in a dizzying array of configurations and variations. In fact, so many selections are available to you (as Special LSA) that I created PlaneFinder 2.0 to help folks narrow the decision to a few that might best suit your needs, interests, experience, and budget. If you haven’t checked out this cool feature, you should do so. You can click on and off more than 20 different aircraft characteristics, all simple yes-or-no type entries. As you do so, the “Matching List” changes to show the aircraft that meet your criteria. From that list you’ll see links that let you read more content (written and video) available on this website. You must register to use PlaneFinder 2.0 (your email is all that is required and after you do so we’ll send you a regular English-word password that you can change), however, PlaneFinder 2.0 is completely free, like most of our content.

4 things to See at EAA AirVenture Oshkosh 2015

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The "Big Show" is just days away, so of course, journalists and readers are asking what will be present? The question is worthwhile, but often the most interesting discoveries are not foretold either to maintain secrecy or due to the last minute scramble to make a new project showable. Here are four products attendees may want to investigate. Watch for more previews. "What a journey so far, wrote Jordan Denitz, spokesman for The Airplane Factory USA! Globetrotters Mike Blyth with Patrick Huang of The Airplane Factory Asia have completed their first three legs on their way around the world in a Sling powered by the Rotax 912iS. Starting in Johannesburg, South Africa, they traveled to Namibia, Ghana, and Cape Verde. On Monday they were taking a well deserved rest after 37 hours and more than 4,000 nautical miles logged so far. "They are gearing up for the biggest hop yet, crossing the Atlantic," added Jordan. This will be the third such round-the-world trips for the Sling LSA from The Airplane Factory. Directors Mike Blyth and James Pitman flew the Sling 2 prototype around the world in 2009. Mike did it again in a brand-new four seat Sling 4 in 2011 accompanied by Jean D'Assonville. Mike has previously accomplished numerous very long flights in trikes. The adventurous pair plan to arrive at Oshkosh on Monday, July 20th. Their LSA will be on display at TAF's booth located in the EAA's North Aircraft Display/Homebuilt area where you can also see the four seat kit TAF-USA is selling to Americans. With any luck, I hope to get up in the Sling 4. Earlier, I reported Sling 2 had many wonderful qualities. Chesapeake Sport Pilot flight school, based in Stevensville, Maryland, has earned the first Vans RV-12 dealership in the United States, reported CSP owner and Chief Flight Instructor, Helen Woods. "The RV-12 is the most popular aircraft we have ever put on the flight line at Chesapeake Sport Pilot," she explained. CSP can now offer RV-12 for sale or rental. Van's Aircraft representative Kaitlyn Tepe said, "Partnering with Chesapeake Sport Pilot will give customers a better opportunity to be introduced to the RV-12 locally. CSP offers the whole range of services for the RV-12 from flight training and rentals to maintenance and flight reviews." Chesapeake Sport Pilot was recognized by AOPA as one of the top flight schools in the country with the 2014 Outstanding Flight School award. The company described itself as "the nation's largest light sport flight school." CSP reported more than 20,000 hours of Light-Sport flight instruction over the past eight years. In LSA Seaplanes Icon may get lots of press for the first delivery of their attention-generating A5, but another company offers a well-proven and evolved design that you can get much more quickly. You'll also save a bundle. While it doesn't offer electric folding wings, Progressive Aerodyne's Searey does offer manually folding wings. AirVenture Oshkosh visitors can see the arrangement in detail. "One of the most frequently asked questions about the Searey LSA is, 'Can the wings fold?',"  reported company officials. Indeed, folding wings are an option on the factory-built Searey SLSA Sport and Elite. "This is a great option for those interested in trailering the aircraft or storing it in a narrow space," said Progressive Aerodyne. "We will be displaying one of the folding-wing- equipped Searey Elites at our main booth." A few lucky souls — your faithful reporter hopefully among them — will get to take a flight in the A5. However, more importantly, YOU can take an evaluation flight in a Searey while you are visiting Oshkosh. Act soon! "To schedule a demo flight in the Searey Elite at Oshkosh send an email. They urge you to include "OSH DEMO REQUEST" in the subject line of your email. Then make your way to the seaplane base — EAA offers regular free bus transportation — and get ready to smile broadly. Belite entrepreneur James Weibe sounds the like the tech seller he formerly was, "The most affordable, easy-to-build, legal ultralight you've ever seen ... is coming to AirVenture 2015." He calls his goal a "Part 103 air adventure" and said, "We think we've nailed it!" A new strutless Belite design is the company's first low wing entry and quite a departure from the Kitfox Lite — since renamed and significantly evolved in various directions — that James started to offer. The new model-to-be uses trailing link suspension, free-castoring nosewheel, tricycle gear, and "nice coca-cola lines on the rear fuselage," said James. The new design will use carbon fiber fuselage/cabin construction over wood/foam core. It will have 28 feet of span, a broad 53-inch chord, and weigh 180 pounds without powerplant. If you want to help bring the new bird to market, you can join the fun. "We'll be funding the development of this project through KickStarter." He promises big savings on the kit to those who participate, "plus other fun rewards." Stay tuned ... more to come!

The “Big Show” is just days away, so of course, journalists and readers are asking what will be present? The question is worthwhile, but often the most interesting discoveries are not foretold either to maintain secrecy or due to the last minute scramble to make a new project showable. Here are four products attendees may want to investigate. Watch for more previews. “What a journey so far, wrote Jordan Denitz, spokesman for The Airplane Factory USA! Globetrotters Mike Blyth with Patrick Huang of The Airplane Factory Asia have completed their first three legs on their way around the world in a Sling powered by the Rotax 912iS. Starting in Johannesburg, South Africa, they traveled to Namibia, Ghana, and Cape Verde. On Monday they were taking a well deserved rest after 37 hours and more than 4,000 nautical miles logged so far. “They are gearing up for the biggest hop yet, crossing the Atlantic,” added Jordan.

South Africans Arrive Before AirVenture 2015 Opens

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South African long-distance pilots Mike Blythe and Patrick Huang arrive to cheers and a warm welcome from dozens of their fellow countrymen. Cameras were clicking and videos were filming.

A surprise awaits under wraps for a big announcement Monday morning as AirVenture Oshkosh 2015 opens.

It's almost time! — The tents are in place. Most of the displays are built. Airplanes are already parked by the thousands in EAA voluminous parking areas. The campground and every hotel room for miles is packed full. While the usual pandemonium reigns the night before opening, it is a familiar scene that somehow, almost magically resolves into a ready-to-go show on opening day only hours away, tomorrow, Monday July 20th, the earliest start to AirVenture Oshkosh in years. Today, I got a text — thank some tech guru for inventing text, which always seems to get through quickly even when phone calls do not, with hundreds of thousands of attendees all using their smartphones at the same time. The text from The Airplane Factory USA's Matt Liknaitzky read, "Mike [Blythe] and Patrick [Huang] are arriving in the Sling 912 iS ... if ya wanna see them." We did, so we dashed north to the North Aircraft Display Area space. Mike and Patrick have been making their way to AirVenture, arriving precisely on time in perfect Wisconsin weather — 80s with fresh breezes blowing. Lots of airplanes are arriving, so what's the big deal about this one, you may ask? This intrepid pair of aviators arrived from South Africa, a long distance, most probably the longest flight of anyone arriving at Oshkosh and they did this in their Light-Sport Aircraft with its 100 horsepower Rotax 9-series engine. Woo-hoo! The two pilots are taking a break working the show at Oshkosh because after it ends, they will densely repack their LSA and head off for an even longer ocean crossing, this time the Pacific, en route to Taiwan where Patrick runs The Airplane Factory Asia. But, no, it doesn't end in Taiwan. After transacting some business, the bird will take off again for another long voyage all the way back to South Africa. Perhaps the most amazing fact: this is TAF's main man Mike Blyth's third 'round the world flight in about as many years. Think about that the next time you flight plan a long cross country across this great nation of ours! On a completely different topic, I have a little surprise to offer you. Let's see how much detail the cleverest among you can discern from this image (nearby photo): a taildragger with its engine under wraps. The picture might tell you something if you study it carefully, but can you guess the entire message? Several big announcements are expected during AirVenture 2015. One well publicized example is Icon's first delivery, reportedly to EAA for their Young Eagles program though we will have to wait until Monday morning to get confirmation of this rumor. Today I went out to fly the Icon A5 but rough weather yesterday disturbed the schedule and the company wants me to fly with the CEO, Kirk Hawkins. That is now rescheduled for Wednesday, weather and schedules permitting, though I feel sure it will happen this week and I look forward to reporting it. I spoke with Kirk and examined the twin Rotax 912 iS Sport-powered A5s that were busy flying a reported 173 owners in town to get their first exposure to this long-awaited airplane. We are also expecting big news from Rotax, Beringer wheels and brakes, Dynon, Kolb, and others. Stay tuned for more. Plus, I'll unveil what is under the blue wrap disguising the powerplant on the unnamed taildragger. Stay tuned! See a video of fellow South Africans warmly greeting the long distance travelers:

It’s almost time! — The tents are in place. Most of the displays are built. Airplanes are already parked by the thousands in EAA voluminous parking areas. The campground and every hotel room for miles is packed full. While the usual pandemonium reigns the night before opening, it is a familiar scene that somehow, almost magically resolves into a ready-to-go show on opening day only hours away, tomorrow, Monday July 20th, the earliest start to AirVenture Oshkosh in years. Today, I got a text — thank some tech guru for inventing text, which always seems to get through quickly even when phone calls do not, with hundreds of thousands of attendees all using their smartphones at the same time. The text from The Airplane Factory USA‘s Matt Liknaitzky read, “Mike [Blythe] and Patrick [Huang] are arriving in the Sling 912 iS … if ya wanna see them.” We did, so we dashed north to the North Aircraft Display Area space.

Sling News & Video Maker Paul Hamilton

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Sling owner Patrick Huang (L) poses with Matt Litnaitzky and Paul Hamilton (R) and TAF USA members Jean and Jordan.

When you deliver an airplane to an accomplished video producer you are bound to get some great photos out of the deal. The images with this article show video impresario (and my longtime friend), Paul Hamilton, flying new Sling N288SL around beautiful Lake Tahoe not far from his home base in Nevada. Paul has been around light aviation for more years that he may be willing to admit. He has long promoted weight shift aircraft and was influential in developing early LSA training documents and videos in addition to making several video productions that were enjoyable to watch. The Airplane Factory USA boss Matt Liknaitzky wrote, "It was another great showing for the Sling at Sun 'n Fun 2015 and our team has been busy ever since." Regarding the new delivery, he added, "In some recent exciting news, another Sling has stretched its wings! N288SL, a brand new Sling [powered by the fuel injected Rotax] 912iS, made the journey to its new home at Paul Hamilton's Sport Aviation Center at the Carson City Airport (KCXP). Paul, an industry leader and renowned Sport Pilot Examiner and Instructor, offers primary flight training for both Sport and Private Pilot Certification." Paul confirmed the delivery to owner Patrick Huang of Top View Aviation, writing, "Sling has the best handling characteristics, modern glass panels, and convertible top to make this the best LSA airplane in its class. This is our primary airplane for Sport and Private training and FAA certification." New Sling owner Patrick is also involved in establishing TAF Asia. Based in Taiwan, his operation in that part of the world recently took delivery of three aircraft with plans to assemble the Sling for the Asian market. Paul runs a full-service operation with five full-time instructors in a location featuring excellent flying weather year 'round. He also has FAA Designated Pilot Examiners to make it easy for students or transitioning pilots to earn a Sport Pilot or Private Pilot license in airplanes or weight shift trikes. Those interested can also go on to become a Sport Pilot Certified Flight Instructor (CFIS) for either airplanes or trikes. His Hamilton Pilot Training System is a very complete package with all you need to study for the certificates when not flying one of the Sport Aviation Center aircraft. The Airplane Factory USA is based in southern California at the famous Torrence Airport (not far south of the main Los Angeles airport). A related enterprise offers the also South African line of MGL Avionics that you see in Slings, of course, but also in many other aircraft around the USA and the world. TAF-USA has new and used Slings available for immediate delivery. For those contemplating a purchase but who don't want to wait months for delivery, this can be most welcome news. TAF said, "N232SL is a brand new Sling LSA, fitted with the 912iS fuel injected engine, autopilot and dual MGL iEFIS touchscreens. Parachute installation is optionally available as parachute cables are already in place." The LSA has the same color scheme and panel as the aircraft shown in photos accompanying this article. "The plane is fully registered and has its airworthiness certificate," said Matt, "She is ready for immediate delivery." If interested, send them an email. The California importer also has a very well equipped Sling with 700 hours logged that probably won't last long. In addition to other desirable gear, this one is already fitted with an airframe parachute system. The Airplane Factory is an ambitious lot. Not only do they offer the Special LSA Sling model, they can also deliver FAA-approved kit versions and those can include the company's four seat Sling 4 as well. As we are currently planning, I'll go up with Matt at AirVenture 2015 to see how their four seater flies. TAF is the company whose founder, Mike Blyth, has flown around the world in both his Sling 2 and Sling 4 models, each of which globe-girdling expeditions followed some very long flights in weight shift aircraft. Beside being a successful airplane developer and manufacturer, Mike has shown great ability in producing videos of these adventures, my favorite of which is his South-to-South adventure of flying 27,000 miles from the Antarctic side of South America, up through North America, across the Atlantic and all the way back down through Europe and Africa to South Africa ... the entire way unsupported by ground crew. In my mind that shows not only great confidence in your aircraft and your capabilities but also a spirit of exploration few of us will ever duplicate. I won't be trying to emulate Mike but I enjoy following his flying feats.

When you deliver an airplane to an accomplished video producer you are bound to get some great photos out of the deal. The images with this article show video impresario (and my longtime friend), Paul Hamilton, flying new Sling N288SL around beautiful Lake Tahoe not far from his home base in Nevada. Paul has been around light aviation for more years that he may be willing to admit. He has long promoted weight shift aircraft and was influential in developing early LSA training documents and videos in addition to making several video productions that were enjoyable to watch. The Airplane Factory USA boss Matt Liknaitzky wrote, “It was another great showing for the Sling at Sun ‘n Fun 2015 and our team has been busy ever since.” Regarding the new delivery, he added, “In some recent exciting news, another Sling has stretched its wings! N288SL, a brand new Sling [powered by the fuel injected Rotax] 912iS, made the journey to its new home at Paul Hamilton’s Sport Aviation Center at the Carson City Airport (KCXP).

Rotax Awards Free 912 Engine to Flight School

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The updated Rotax 912 iS Sport. photo courtesy Rotax BRP

Madiba Bay School of Flight uses The Airplane Factory Sling models, which are nearly always equipped with MGL Avionics. Both have representation in the U.S.

One year ago Rotax announced a contest to award a brand-new 912 engine to the flight school that achieved the first time between overhaul (TBO) of 2,000 hours on a Rotax 912 iS model that the engine builder had just released. Upon reaching the goal, the flight school had to prove the hours by sending a copy of the logbook to their local distributor and then return the used engine to Rotax BRP in Austria. At the end of January 2015, Rotax announced they had donated a copy of their newest Rotax 912 iS Sport engine to Madiba Bay School of Flight located in Port Elizabeth, Eastern Cape, South Africa. "Madiba Bay achieved the first time between overhauls (TBO) of 2,000 hours on their Sling 2 equipped with a Rotax 912 iS engine," said representatives of the big Austrian engine manufacturer. Flight school owner Gerhard Van Eeden said, "We are pleased to be the winner of a brand-new Rotax 912 iS Sport engine. Our school flies a minimum of 400 hours monthly, a good reason why we decided to participate in this ROTAX contest as we were convinced we could win." The contest started in February 2014. At the rate Madiba Bay racks up hours on their Sling aircraft, they were well positioned to win a powerplant that retails for well over $20,000. The school reported 400 hours per month using several airplanes and they managed to log 2,000 on at least one in less than a year. Not bad! "It's impressive to see how obviously professional Madiba Bay School is in operating its flight school to accumulate 2,000 hours in such a short time," said Thomas Uhr, Vice President BRP-Powertrain and General Manager BRP-Powertrain GmbH & Co KG. "And, of course, it makes me proud our Rotax 912 iS Sport was a hassle-free partner for many new pilots and it will now provide valuable information to our continuous R&D efforts, delivering the best aircraft engine in its class." Rotax believe that flight schools benefit using the Rotax 912 iS Sport thanks to "easier operation, longer flight range and lower operating costs. The new engine delivers 38% to 70% better fuel efficiency than comparable competitive engines," added Uhr. "For flight schools, the Rotax 912 iS Sport engine is economically extremely valuable considering that a cost-intensive part for flight schools is the vast quantity of fuel [they use]." So, that's it. The contest is over, right? Nope! They are doing it again. "Rotax BRP will continue last year's flight school contest and will donate a brand new Rotax 912 iS Sport to the flight school that achieves the first TBO of 2,000 hours on their Rotax 912 iS engine," the company stated in an early February news release. The procedure is similar to the 2014 contest: Flight schools must register with an authorized Rotax distributor or with the person in charge of the point of sales in its area. The school must inform the distributor when 500, 1,000, 1,500 and 2,000 flight hour points are reached using the Rotax 912 iS engine. After reaching 2,000 hours, the school sends their logbook to their distributor, which is to inform Rotax BRP, afterwards shipping the engine to Rotax. BRP will then donate a new Rotax 912 iS Sport engine in return, and the school saves a bundle on either overhaul of their old engine or buying a new one. Madiba Bay is not allowed to participate in the contest again. "With more than 170,000 aircraft engines sold in almost 40 years, Rotax dominates the Light-Sport and microlight aircraft industry offering more than 200 points of sale," stated the company. "Rotax BRP supports customers worldwide and supplies Rotax aircraft engines to more than 80% of all aircraft manufacturers in its segment." Madiba Bay School of Flight uses The Airplane Factory (TAF) Sling aircraft in their active flight school. So, besides Rotax enjoying strong support for their engines, TAF also earns credit for their aircraft holding up to duty that is often said to be one of the most demanding. Students don't learn without making mistakes so hard landings happen. The traditional U.S. flight school community has been somewhat slow to embrace LSA because some allege that LSA are too lightly built. Indeed LSA weigh more than 300 pounds less than popular trainers like Cessna's long-discontinued 150 and 152 models. However, experiences such as Madiba Bay with their Sling fleet and many other Light-Sport models with thousands of training hours logged are proof that in the hands of quality flight school operators these fuel-efficient aircraft can be great instructional aircraft. Video reports and articles like the following unveil the durability of LSA in flight training environments: Kitfox (video); Allegro; Europe-based Remos; and, this general article.

One year ago Rotax announced a contest to award a brand-new 912 engine to the flight school that achieved the first time between overhaul (TBO) of 2,000 hours on a Rotax 912 iS model that the engine builder had just released. Upon reaching the goal, the flight school had to prove the hours by sending a copy of the logbook to their local distributor and then return the used engine to Rotax BRP in Austria. At the end of January 2015, Rotax announced they had donated a copy of their newest Rotax 912 iS Sport engine to Madiba Bay School of Flight located in Port Elizabeth, Eastern Cape, South Africa. “Madiba Bay achieved the first time between overhauls (TBO) of 2,000 hours on their Sling 2 equipped with a Rotax 912 iS engine,” said representatives of the big Austrian engine manufacturer. Flight school owner Gerhard Van Eeden said, “We are pleased to be the winner of a brand-new Rotax 912 iS Sport engine.

LSA Taildraggers Broaden the Sector’s Appeal

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The Airplane Factory pilot launches the new Sling Taildragger in South Africa.

BRM Aero has reconfigured its shapely Bristell into a taildragger called TDO (for Taildragger Option).

Taildraggers may be among the least understood and most feared aircraft available in the LSA space ... or for that matter throughout general aviation. While we have many good choices that I'll list below, I have nonetheless heard from many readers or airshow visitors that they are uncertain about their operation of an aircraft that has no nosewheel. If you have no taildragger skills, you'll also find it a challenge to get proper flight instruction in a "standard" aircraft. For those seeking new skills in flying, however, taildraggers may provide high satisfaction. Most who have crossed the barrier to taildragging subsequently look very fondly at such aircraft, seeing a sleeker yet gutsier, more rugged appearance. Of course, nosewheels dominate general aviation as they can be easier to land, especially in crosswinds, but once you learn the lesson of "happy feet" — or keeping your feet active on the rudder pedals throughout approach and touchdown — you may always yearn for more taildragger time. Photos accompanying this article illustrate two established nosewheel designs now offered in taildragger configuration. Both are new to the market but they join quite a flock. Consider these other taildragging Light-Sport Aircraft: Tecnam's Taildragger • the long popular Kitfox • Rans' S-6, S-7, and S-20 • Renegade's taildragging Falcon • Just Aircraft's SuperSTOL and Highlander • Aerotrek's A220 • FK Lightplanes' aerobatic Comet • Phoenix Air's motorglider • and Pipistrel's Sinus motorglider ... and these are just the landplanes. Plus, I've left out a few models that appear to have gone quiet in the marketplace. LSA seaplanes can also be taildraggers (as well as pusher designs). Icon's highly visible A5 is a nosedragger as are Super Petrel, SeaMax, Mermaid, and Freedom that feature retractable nosewheels, yet taildragger LSA seaplanes include Progressive Aerodyne's Searey and Lisa's Akoya. The splashy new MVP and Wave seaplanes still in development plan to offer what might be called "hybrid" landing gear configurations (more on them in the future). Of course, the Cubalikes are taildraggers in keeping with their vintage looks; likewise for the Savage series. Work aircraft like the Dragonfly hang glider towplane are also well served by being taildraggers. The Airplane Factory USA's always upbeat team led by Matt Liknaitzky reported, "After a wonderful trip to the Copperstate Fly-In [we] sold [our] first U.S. based Sling Taildragger or Sling TD. This tailwheel version of the Sling 2 is the latest model designed by Mike Blyth and The Airplane Factory team." Matt added that the South African factory has received the order and has already begun the production process. "This beauty should arrive in the U.S. in about 6 months and we can't wait to have her join the Sling family," said Matt. He also noted that beyond the inaugural taildragger, two ready-to-fly four seat Sling 4s will arrive in the U.S. by the start of 2015 and will be available to demo. Ready-to-fly Sling Light-Sport Aircraft will be arriving every two months, with a few orders already placed. Four kit builders have joined the Sling builders brigade. The Airplane Factory maintains a vigorous pace of development and manufacturing and enjoys good U.S. presence thanks to TAF USA's operation at the Torrence, California airport run by expat South African Matt Litnaitzky who has since gained permanent U.S. status. Last but by no means least is the BRM Aero TDO or Taildragger Option Bristell. This handsome airplane was much admired in trigear form after its arrival in the USA. Some see it as a new generation version of the SportCruiser, which is hardly a surprise as the company owner and chief designer is Milan Bristela who had a great involvement in the original development of the popular airplane sold today by U.S. Sport Aircraft back when it was manufactured by Czech Aircraft Works (renamed Czech Sport Aircraft following an ownership change). Milan has developed BRM Aero into something of a boutique aircraft manufacturer custom building airplanes for customers in a very intimate fashion. Like The Airplane Factory, Milan stays very busy with new ideas and the TDO is another handsome airplane being added to the LSA fleet. You may not think taildraggers are for you as they do require some additional training (for insurance if no other reason) but nearly everyone admits these are good looking aircraft that draw appreciative looks in the air or on the ramp. Welcome to both Sling Taildragger and BRM's Bristell TDO! Although not in a taildragger Sling, you might enjoy this short video of a couple aviatrixes flying the Pacific Ocean shoreline from Sling's base in Torrence to Camarillo, California.

Taildraggers may be among the least understood and most feared aircraft available in the LSA space … or for that matter throughout general aviation. While we have many good choices that I’ll list below, I have nonetheless heard from many readers or airshow visitors that they are uncertain about their operation of an aircraft that has no nosewheel. If you have no taildragger skills, you’ll also find it a challenge to get proper flight instruction in a “standard” aircraft. For those seeking new skills in flying, however, taildraggers may provide high satisfaction. Most who have crossed the barrier to taildragging subsequently look very fondly at such aircraft, seeing a sleeker yet gutsier, more rugged appearance. Of course, nosewheels dominate general aviation as they can be easier to land, especially in crosswinds, but once you learn the lesson of “happy feet” — or keeping your feet active on the rudder pedals throughout approach and touchdown — you may always yearn for more taildragger time.

Sling 4-4-40 Flies After Four-Day Build

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A couple days ago I wrote about the Sling 4-4-40 Challenge. I believe this to be of interest for a couple reasons. One is the fast build at an airshow ... much like the intense interest surrounding EAA's One Week Wonder (video) building of a CH-750 at Oshkosh. The other is my promise to offer coverage of the "New GA" or "LSA 4" planes — which are four seaters built by LSA companies using the technologies and techniques those companies know so well. South Africa's Airplane Factory (TAF) Sling 4-4-40 challenge — in which a Sling 4 was built in 4 days by 40 workers — marked yet another milestone for the Sling manufacturer. What normally takes a kit builder 1,000 hours to complete, took place at the 2014 Africa Aerospace event in just four days. Build team leader and company boss Mike Blyth reported it took their team 854 hours from bare kit to flight, although painting and perhaps some interior finish will take a bit more time, a situation similar to the One Week Wonder project. The team consisted of highly skilled workers, and even some marketing, admin and catering staff. (Good heavens! They let the marketing guys work on this ... that's brave of them!) TAF reported their team worked around the clock, with the day and night being split into 10 and 14 hour shifts, respectively. On Day 1, the center and rear fuselage were constructed and joined, the gear and undercarriage were assembled, and the engine was wired and made ready for installation. The handover to the night shift went seamlessly, TAF said, with a half hour handover period that saw 32 people working on the plane at once. The night crew then worked to get the fuselage on its wheels, engine and propeller mounted, and wings three quarters of the way complete. On Day 2, team members wired the engine and panel, the ballistic recovery parachute was installed, and the wings and empennage were nearly completed. With 45 minutes to go on Day 3, Sling 4-4-40 was rolled out of its build area, both wings were attached, landing and strobe lights were connected and working, and the avionics were fired up. As the plane was wheeled out for a celebratory team photo (nearby), company co-founder James Pitman pointed out that it took him and Mike four years to build the first Sling. Day 4 involved a dual inspection and final paperwork. "Support from the crowds was fantastic and [all day] hordes of people crowded around the plane." Mike Blyth turned the key and the Rotax 914UL powering Sling 4 "burst to life" amid cheers and applause from the crowds. "A Sling 4 was born in 4 days," Mike declared! The following day Sling 4 took center stage at the Africa Aerospace show. South Africa tail number ZU-TES was assigned to and affixed to the plane and it took to the skies. The plane performed flawlessly and put on a great show for all in attendance. The Sling was then flown back to The Airplane Factory's home base and was received with warm cheers from the entire staff (video below). TAF observed the 4-4-40 Challenge was one of many accomplishments already achieved by company. Mike and James flew the Sling 2 prototype around the world in 2009 and the Sling 4 in 2011. Also in 2011, the Sling 5577 Challenge took place, in which 5 men from the factory and 5 women who never had touched a rivet gun built a Sling 2 in 7 days. The Airplane Factory USA, located in Torrance, California (KTOA), will have a Sling 4 available for demo flights starting early 2015.

A couple days ago I wrote about the Sling 4-4-40 Challenge. I believe this to be of interest for a couple reasons. One is the fast build at an airshow … much like the intense interest surrounding EAA’s One Week Wonder (video) building of a CH-750 at Oshkosh. The other is my promise to offer coverage of the “New GA” or “LSA 4” planes — which are four seaters built by LSA companies using the technologies and techniques those companies know so well. South Africa’s Airplane Factory (TAF) Sling 4-4-40 challenge — in which a Sling 4 was built in 4 days by 40 workers — marked yet another milestone for the Sling manufacturer. What normally takes a kit builder 1,000 hours to complete, took place at the 2014 Africa Aerospace event in just four days. Build team leader and company boss Mike Blyth reported it took their team 854 hours from bare kit to flight, although painting and perhaps some interior finish will take a bit more time, a situation similar to the One Week Wonder project.

Open Houses, Airshow-Built Planes, and a Birthday

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Last weekend Zenith Aircraft held another of their open house events. At the Midwest LSA Expo a few weeks beforehand I asked factory pilot guru, Roger Dubbert how many people the company expected. His answer: a rather amazing "700." According to Zenith president Sebastien Heintz it was indeed another strong event, one they've repeated every year since setting up shop in Mexico, Missouri. "By all accounts and measurements, the 23rd annual Hangar Day was an incredible winner," summarized Sebastien. Among the highlights of the two-day festivities was the arrival of EAA's two Zenith aircraft. One was an EAA staff-built version of the CH 750 Cruzer (watch for our video pilot report to be posted soon) and the second was the One Week Wonder CH 750 that was completed during AirVenture with participation from over 2,500 people. As Arion Aircraft's Nick Otterback put it, "Since this month seems to offer many open houses I wanted to share ours. We are hosting our Seventh Annual Fly In Open House; we have held it the first weekend in October since we started Arion." As reported earlier Jabiru USA is celebrating 15 years and coordinated with Arion to hold their open houses on the same weekend. "We thought that was a great idea since most Lightning owners fly behind Jabiru power," added Nick. The company holds a cross country air race for bragging rights every year. "We have a Light-Sport Class, an Experimental Class, and an Unlimited Class, the latter for all of our fast kit friends and Arion's new XS. It has been a lot of fun over the years and made for some good ribbing among owners over the years." In the one-more-thing department, Nick noted, "If you want to see possibly the worlds largest Jenga game we've got it!" For more details, check with Nick via email or phone: 931-680-1781. Are you wondering what on Earth is a "4-4-40 Challenge?" It got my attention, too. Following on the huge success of EAA's One Week Wonder building a Zenith Aircraft CH-750 during AirVenture 2014, The Airplane Factory is repeating an earlier challenge of their own. This time a team of 40 workers from Sling designer and manufacturer will attempt to build and fly a four seat kit called Sling 4 in only four days! The build is taking place as this is written at the 2014 Africa Aerospace and Defense Expo at the Waterkloof Air Force Base in South Africa. The team is working around the clock, with the day and night being split into 10 and 14 hour shifts, respectively. "This is not the first time that The Airplane Factory (TAF) has undertaken such an exciting project," reported company officials. Back in 2011, the Sling 5577 Challenge combined efforts of five men from the factory and five women who never had touched a rivet gun; they built a two seat Sling in seven days. This year on only the second day, TAF said, "A Sling 4 has been born ... well, just about! The team has made great progress on Day 2, so much that Mike Blyth, team leader of the build, declared that they are ahead of schedule." I'm no longer surprised by TAF projects. This company has not only built many airplanes for customers but has flown both their two seat LSA Sling and the four seat Sling 4 around the world, both shortly after the designs were completed. They should wrap up the speedy build in just four days. Wrapping up this piece, I wish to extend a "Happy Birthday" to an old friend of mine but also a man who was instrumental in the forming of the light aircraft space as we know it today ... such space now including Light-Sport Aircraft, light kit aircraft that Sport Pilot can fly, ultralights, and even Light GA airplanes referred to as LSA 4.0 that are getting ready to invade the factory certified aircraft sector. The man and my friend is Larry Burke who just celebrated his 80th birthday though you'd never guess he's accumulated that much wisdom. Larry can't get away to all the shows as he once did but he graced Sun 'n Fun 2014 with his smiling face and he consented to a video interview that appears below. Larry Burke founded the Light Aircraft Manufacturers Association back in the early 1980s and it still flourishes today thanks the solid guidance he offered back in the "wild west" days of the first ultralight aircraft. Whether you know it or not, you owe a debt of gratitude to Larry for his work over decades. In my role as president of LAMA I still often ask his counsel and he is always quick to offer his perspective as an engineer, entrepreneur, designer and builder of aircraft, and great enthusiast of light aircraft. Thanks, Larry! Catch a number of scenes of early light aircraft assembled by SportAviationMagazine.com in this video interview with Larry Burke.

Last weekend Zenith Aircraft held another of their open house events. At the Midwest LSA Expo a few weeks beforehand I asked factory pilot guru, Roger Dubbert how many people the company expected. His answer: a rather amazing “700.” According to Zenith president Sebastien Heintz it was indeed another strong event, one they’ve repeated every year since setting up shop in Mexico, Missouri. “By all accounts and measurements, the 23rd annual Hangar Day was an incredible winner,” summarized Sebastien. Among the highlights of the two-day festivities was the arrival of EAA’s two Zenith aircraft. One was an EAA staff-built version of the CH 750 Cruzer (watch for our video pilot report to be posted soon) and the second was the One Week Wonder CH 750 that was completed during AirVenture with participation from over 2,500 people. As Arion Aircraft‘s Nick Otterback put it, “Since this month seems to offer many open houses I wanted to share ours.

LSA Off to Sun ‘n Fun — Excitement Building!

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Gregory Gaulin of the FAA gives Florida Light Sport Aviation's Brian Boucher the first airworthiness certificate for the Super Petrel LS.

Slings and airliners are all headed to Sun 'n Fun 2014.

Tecnam's new Astore is making its American debut at Sun 'n Fun 2014. See our video of Astore's unveiling at Aero 2013. photo by Philip Whiteman of Pilot magazine

Super Petrel LS from Edra Aeronautica — As described in our earlier article, Edra Aeronautica was nearly done with their acceptance by FAA to be able to sell their handsome biwing Super Petrel LS in the U.S. as a Special (fully manufactured) Light-Sport Aircraft. The "almost" is gone now and Daytona Beach, Florida-based importer Brian Boucher of Florida Light Sport Aviation has the pink Special Airworthiness card in his LSA to prove it (photo). Brian's business also represents the Flight Design CTLSi, so he has two distinctive Light-Sport models he can demonstrate. Florida Light Sport Aviation is based at the Spruce Creek Fly-in (just like ByDanJohnson.com!); he and wife Jean will be at Sun 'n Fun in space LP-38 past the LSA Mall in Paradise City. Another Super Petrel LS will be available for examination in the LSA Mall as will his CTLSi. Brian is an airline pilot but enjoys Light-Sport Aircraft when he isn't jetting around the globe. Sling from The Airplane Factory — The boys from The Airplane Factory USA are en route from Southern California in the Sling LSA, making one of the longest treks of all exhibitors in America. While a long flight, you may remember this is the airplane that developer Mike Blyth and partner James Pitman flew around the world shortly after finishing it. Principal Matt Litnaitzky and associate Ryan Ruel report that Sling has taken off around the USA in the last year thanks to positive press in aviation media. "Sling 2 kit sales are also on the increase," they noted. "We also have orders for the first several Sling 4 [four seat] kits, which will be delivered to customers in the next couple of months." Ready-to-fly Sling SLSA models are also selling. "We are very excited to be bringing the Sling to Florida for the second year in a row. We'll be located in ... Paradise City, and available for demo flights all day, every day. Come see us in our booth, LP-29, to check out the airplane and go for a ride." Sling's space is just past the LSA Mall and near the Super Petrel LS. Since Matt also supplies MGL Avionics, you can check out these advanced instruments in their Sling when you visit. Tecnam's Astore U.S. Debut — I got to see it last year at the German Aero show, but now the newest model from LSA giant Tecnam will make its American debut. It was not flying at Aero (though it has now), however, I did get inside to find it a sophisticated and exceptionally roomy LSA; fellows much taller than me should fit well. Astore is the company's second low wing model after Sierra with such innovations such as an Apple iPad® mini supplied with each aircraft as standard. The Levil G Mini, using its WiFi connection, provides a full Primary Flight Display on the iPad® mini using compatible third party applications such as Air Navigation Pro or similar. Additionally, the pre-installed dedicated app will compute the actual Weight and Balance, provide checklists, and include all the Pilot Operating Handbook sections. Tecnam will have a collection of their LSA models and more at their MD-21 space at Sun 'n Fun plus one model can also be seen and demo flown from the LSA Mall in Paradise City (Astore is planned for a couple days of demo flying as well). It's time to leave the computer and head to Sun 'n Fun 2014. See you at the show!

Super Petrel LS from Edra Aeronautica — As described in our earlier article, Edra Aeronautica was nearly done with their acceptance by FAA to be able to sell their handsome biwing Super Petrel LS in the U.S. as a Special (fully manufactured) Light-Sport Aircraft. The “almost” is gone now and Daytona Beach, Florida-based importer Brian Boucher of Florida Light Sport Aviation has the pink Special Airworthiness card in his LSA to prove it (photo). Brian’s business also represents the Flight Design CTLSi, so he has two distinctive Light-Sport models he can demonstrate. Florida Light Sport Aviation is based at the Spruce Creek Fly-in (just like ByDanJohnson.com!); he and wife Jean will be at Sun ‘n Fun in space LP-38 past the LSA Mall in Paradise City. Another Super Petrel LS will be available for examination in the LSA Mall as will his CTLSi. Brian is an airline pilot but enjoys Light-Sport Aircraft when he isn’t jetting around the globe.

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