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JMB Aircraft Delivered #500 of their Blazing-Fast VL3 Light Aircraft + Evolution News

By Dan Johnson || 6 Comments

Fifteen years ago, in 2007, Guisset brothers Jean-Marie and Jean-Baptiste were dealers in France and Belgium for a company then known as Aveko. Driven by a passion for flying that started when they were only fourteen years old, the brothers were successful enough that at one point they could claim to have sold more than 85% of the aircraft produced by Aveko.

Aircraft seen in nearby images is the VL3, a plane formerly designed by Vanessa Air and produced by Aveko. Americans first came to know a variation of this model as the Gobosh G700S although that faded about the time JMB took over production. Some years went by with no U.S. presence for the European low-wing aircraft.

Five years later, in 2012, the Guisset brothers’ acquired Aveko. Shortly after, they started to upgrade the aircraft, pushing the aircraft to fly faster (article). They also upgraded the interior; see current state-of-design in a nearby image.

Add another three years taking us to 2015 and JMB began fully producing the fuselage and wings, work that had previously been subcontracted. Today, JMB Aircraft is in full production at their Chocen, Czech Republic facility.

Since JMB’s brand arrived in America in 2016, the company has continued to refine their models, upgrading engines to the fuel-injected Rotax 912iS and the 141-horsepower Rotax 915iS. Most recently JMB has been experimenting with the TurboTech turbine engine (article on this development).

The brothers Guisset’s evidence of their success at refining, manufacturing, and marketing is obvious as the company recently delivered its 500th aircraft.

Number 500 Delivered!

On November 29th, JMB announced, “Last week was a very special week at JMB Aircraft, as our Portuguese customer arrived at the factory in Czech Republic to officially receive his third VL3 Evolution aircraft. This aircraft is very special, not only for our guest, but also for the whole JMB team of 100 employees. What made it so special? This aircraft marks a production milestone for JMB Aircraft, carrying the serial number 500.”

CEO Jean Marie Guisset gathered and addressed all JMB Aircraft employees (nearby image) and said, “This is another unique landmark for JMB. We are improving our product every single day, and the biggest thank you goes to all of you who are standing here, because you are the ones who make it happen.”

“I am honored to be a guest at this special event,” said the customer. “The VL3 is an amazing aircraft and the people here make a very special aviation product. You can mark down my words, I will be delighted to put my order through for aircraft serial number #1000!” That may only take a few more years.

The company reported it has been speeding up the production on an annual basis, and expects to deliver more than 70 aircraft in 2022, a fine performance any light aircraft producer could envy. In the meantime, JMB’s substantial production facility is expanding production capacity to accommodate a new project, the four-seater, turbine-powered Evolution. In a happy coincidence, the larger aircraft shares its name with JMB’s own two-seat VL3 Evolution).

VL3 Evolution,
Meet Your Big Brother

At Oshkosh 2022, a new partnership was announced. JMB joined forces with the Evolution Aircraft, creator of an impressive four-seat, turbine-powered kit-built aircraft from American entrepreneur Robert Wolstenholme of Redmond, Oregon. Under the new partnership, the bigger Evolution will be produced in and sold from the Czech Republic.

A well-evolved design, Evolution is a 250-knot-cruise aircraft that can climb 4,000 feet per minute powered by its Pratt & Whitney turbine powerplant. About 100 of these cabin-class speedsters are flying around the world.

“We have had discussions with Jean-Marie for over four years about the possibility of joining forces. This year I finally visited the production facility in Chocen, Czech and was quite impressed by what I saw,“ said Wolstenholme who leads Evolution Aircraft as its CEO.

At this year’s AirVenture Oshkosh, the two companies exhibited together (image), giving them a good venue to launch their fresh collaboration. Officially, JMB will take over the production of the Evolution at their facility in Czech Republic, as well as help with the sales and marketing. The part of Evolution Aircraft based in the United States will handle research & development and provide services and maintenance.

Jean-Marie said he has long thought about making a mini Pilatus PC-12. “When I first flew Bob’s Evolution, I found exactly what I was looking for; I knew right away. It was just ‘BINGO!’“, he added.

Both companies are passionate about their aircraft, each extreme speedsters in their class. It would appear a well-considered and sound collaboration.

As Mosaic will eventually demonstrate, I believe, we’re about to see a major expansion at the lighter end of aviation. However, we are already seeing the maturing of the ultralight to LSA marketplace. Get ready for an exciting future. One company you’ll want to keep an eye on is JMB Aircraft.

ARTICLE LINKS:

Video from my flight with Kyle Schluter posted July 2021:

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Fifteen years ago, in 2007, Guisset brothers Jean-Marie and Jean-Baptiste were dealers in France and Belgium for a company then known as Aveko. Driven by a passion for flying that started when they were only fourteen years old, the brothers were successful enough that at one point they could claim to have sold more than 85% of the aircraft produced by Aveko. Aircraft seen in nearby images is the VL3, a plane formerly designed by Vanessa Air and produced by Aveko. Americans first came to know a variation of this model as the Gobosh G700S although that faded about the time JMB took over production. Some years went by with no U.S. presence for the European low-wing aircraft. Five years later, in 2012, the Guisset brothers’ acquired Aveko. Shortly after, they started to upgrade the aircraft, pushing the aircraft to fly faster (article). They also upgraded the interior; see current state-of-design in a nearby image.

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Rebirth — LSA Market Leader Overcomes the Tragedy of War

By Dan Johnson || 6 Comments

Web stats showed a strong response to my article about Ukraine-based light aircraft builders continuing on even as the missiles fly and the bombs fall around them. The situation is terrifying and the future uncertain but the stories we don’t hear sometimes involve courageous people in the recreational aircraft industry.

In the middle of the last decade, long before Putin’s aggression, LSA market leader Flight Design went through a German-imposed reorganization. While difficult, the company emerged stronger and more stable.

In development through this challenging time, Flight Design unveiled their new F-series, starting with their two-seat LSA F2 model at Aero Friedrichshafen 2019. They also displayed an F2e powered by electric motor. Those who examined these displays could readily see the spacious fuselage was built with a four seater in mind for the future. Things were progressing well…

Then, WAR!

Some experts believe ample signs existed that Russia might invade Ukraine yet to ordinary individuals busy living their own lives, hostilities seemed to erupt suddenly. In a brief time, the southern Ukraine city of Kherson was overtaken by the Russian military.

New tools are producing airframes in Šumperk, Czech Republic.

Kherson is where Flight Design did the bulk of their CT fabrication and the company was building up their F2 production capability. Orders were flowing and interest in the new series was strong. It came crashing to a stop when tanks entered the town.

Staff was aided in leaving the area as possible. Those who had to remain were supported by volunteer donations and help from friends outside the war-torn area. With communications interrupted, power outages, and constant threat of physical violence, this was a time of enormous stress for everyone but it was especially frightening for those who were unable to leave.

Despite such hardships, Flight Design’s German leaders and team closed ranks and moved production to Šumperk, Czech Republic, near the country’s northern border with Poland, about 100 miles east of Prague.

“[The company is using] a new, 25,000-square-foot site suitable for use as a production and paint shop,” reported longtime importer, Tom Peghiny in an article from AOPA. The company had been doing some development work in Czech and now expanded their footprint to take up manufacturing. This represented a huge effort under the most trying — and dangerous — of conditions.

The accompanying images show elements of the work to establish a new production facility. Since most molds and other tooling could not be removed from Kherson to Šumperk — about 1,000 miles to the west — the company had to acquire new production jigs and they had to do this while supply lines were pinched, shipping costs were sky-high, and interest rates were rising on funds needed to create a new manufacturing plant.

Airplane parts and tools built from carbon fiber involve very large fixtures.

Moving and housing staff that could escape Kherson added challenges both logistical and in human costs as workers were dislocated, perhaps separated from family. Everyone remains deeply concerned about those unable to leave.

Surmounting the challenges, Flight Design’s business will go forward building F2s with fresh tooling, knowing their workers are in a safer environment.

F2 In Production

“F2 is the newest aircraft from Flight Design general aviation,” reported the company (whose full name includes “general aviation” but spelled without capitals). “We think [F2] will define light aircraft safety, performance, and comfort in a CS-23 certified aircraft, as an S-LSA, and also as a 600 kilogram Ultralight.”

Trained personnel were able to escape Kershon during occupation to build airplanes in a factory far from home.

In so describing the F-series approval methods, Flight Design shows they have the engineering expertise to make a conventionally-certified model (that could employ reciprocity to become a competitor to Cessna and Cirrus in the USA and other countries) plus an ASTM-compliant LSA model and one that specifically fits the European model of an “Ultralight” that is closer to an LSA than an American Part 103 ultralight.

“Our mission has been to design the F2 for the demands of professional flight schools and flying clubs as well as private owners who want an easy to fly aircraft with efficiency and cruise performance for true cross-country adventures,” said Flight Design. They listed basic model prices: UL and ASTM-LSA: €177,900 — CS23 Day/Night-VFR version: €214,900 (These prices at exchange rates in early December 2022 translate to $169,000 and $204,000 although neither number includes shipping, insurance, and other expenses to transport the aircraft to the USA or other distant countries. Exchange rate fluctuations may also alter these values in the future.)

High-quality production involves paper documentation called “travelers” (because they follow components through assembly), meant to help track every element used in every airplane. Now, keep all this straight while moving your facilities 1,000 miles while literally under the gun.

“The structure of the F2 is manufactured to close tolerances using pre-impregnated carbon fiber for great structural strength and Light-Sport Aircraft weight,” said Flight Design. High aspect ratio wings give improved performance at all speeds and have modern sculpted winglets. Engineers followed ASTM 3180 requirements to specially shape the outer wing (see cuff in this review of F2) and refine the control system for stall and spin resistance.

“The spacious cabin of the F2 has been designed for extra rigidity and incorporates a combination of dynamically tested passenger seats, panel-mounted AMSAFE™ airbags, and an Airframe Emergency Parachute System (AEPS) for your safety,” said Flight Design. F2 allows up to 88 pounds of baggage to be safely stored in the aft cabin, assuming weight and balance allow, of course. The cubic volume available can handle luggage, folding bikes, or pets.

New tooling and jigs had to be ordered, built, and installed.

F2’s combination of wider and taller doors with lower-entry sills and no wing struts makes entry among best in class. Four large cabin windows give the cockpit an open feeling and improve overall visibility.

Flight Design’s F-series features avionics from Garmin focused around the G3X Touch system that offers synthetic vision, ADS-B weather, traffic, engine monitoring, and maps.

Flight Design has designed the F2 seeking to improve performance, safety, situational awareness, and reduced pilot workload.

This generation of Flight Design models has come a long way since the early CT-series. Fortunately, the latter with significantly lower prices (see this article about the upgraded CT Super Sport) will also continue in production …regardless of which nation houses production.

ARTICLE LINKS:

Taking over from longtime U.S. importer Tom Peghiny is the father and son team of Tom Gutman Sr. and Jr.  In recent years, Tom Jr. has taken a leadership role. Their company, Airtime Aviation, is the largest seller of LSA in the world. They are centrally based in Tulsa, Oklahoma. Evidence of their long time in the business — their super-simple easily-remembered website address: FlyCT.com (vintage image from 2007 with the Gutman’s fleet of CT Light-Sport Aircraft)

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Web stats showed a strong response to my article about Ukraine-based light aircraft builders continuing on even as the missiles fly and the bombs fall around them. The situation is terrifying and the future uncertain but the stories we don’t hear sometimes involve courageous people in the recreational aircraft industry. In the middle of the last decade, long before Putin’s aggression, LSA market leader Flight Design went through a German-imposed reorganization. While difficult, the company emerged stronger and more stable. In development through this challenging time, Flight Design unveiled their new F-series, starting with their two-seat LSA F2 model at Aero Friedrichshafen 2019. They also displayed an F2e powered by electric motor. Those who examined these displays could readily see the spacious fuselage was built with a four seater in mind for the future. Things were progressing well… Then, WAR! Some experts believe ample signs existed that Russia might invade Ukraine yet to ordinary individuals busy living their own lives, hostilities seemed to erupt suddenly.

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Jabiru Engines Approaching 8,000 Engines Produced — Plus, Our List Reporting Every LSA Engine

By Dan Johnson || 3 Comments

When I was a kid, I was a New York Yankees baseball fan. Why? I’d never been to New York; I lived in the midwest. I loved the baseball team because they won a lot. The saying way back then was, “The American League battle isn’t to determine who wins, but which team might come in second.” Everybody knew the Yankees would win again. (As I said, this was some time back in history.)

In light aviation, we have a roughly similar situation. Rotax provides somewhere around 70-80% of all engines for aircraft in the light aircraft space globally. The remaining 20-30% is divided between Continental or Titan, Jabiru, ULPower, and a growing collection of converted auto engines (though the latter, without ASTM approval, are used only on kit aircraft or ELSAs).

US Sport Planes owner Scott Severen, who represents Jabiru in America, declared for the Australian manufacturer, “The 4,000th Jabiru 2200 four-cylinder, 81-horsepower engine [was] recently produced at the Jabiru facility.” And, he added, “The 3300 engine [series is] fast approaching this number, too.”

So, Jabiru may not be #1, but the “down-under” company achieved a significant benchmark when they shipped number 4,000 of the 2200 series. Jabiru’s 3300 six-cylinder 120-horsepower model is well past 3,000 engines shipped. Therefore, almost 8,000 airplane owners are carried into the sky by Jabiru. Contrasted to the entire American LSA, ELSA, Sport Pilot kit-built aircraft fleet of almost 10,000 aircraft (see whole list), Jabiru appears to be doing quite well.

Jabiru has shipped number 4,000 of this 2200 engine model.

Regarding the more potent six cylinder model, Jabiru stated earlier, “Our 3,000th Jabiru 3300 engine has come through production and [is] ready for delivery. Now marketed as a Gen 4 Jabiru 3300 engine, this engine is the result of continual evolution since the first production engine in June of 1998. Easily delivering 120 horsepower with a weight of just 83.5 kilograms (184 pounds), this engine has made the Jabiru J230 our most popular model of aircraft.” The Jabiru 3300 engine has proved popular in many other types of airframes as well.

While the four cylinder model passes a major benchmark, the company recalled, “The 2200 engine started production a few years earlier than the 3300 engine so it will be awhile before the 3300s catch up to the numbers of 2200 engines but they are gaining on them.”

Congratulations, Jabiru!

JABIRU ARTICLE LINKS:

TOTAL ENGINE MARKET

While I congratulate Jabiru on their achievement in building engines, I took extra time to research the state of all engines in the Light-Sport Aircraft field — and this won’t even count developments like turbine, though it is beginning to show the presence of some electric-powered aircraft.

Data source: FAA registration database, professionally assembled by Steve Beste.

The information in the table was created from work by our datastician extraordinaire, Steve Beste (article), who often adds some observations I find valuable. See this page about Steve and others who help this website.

So, Rotax dominates. Well, you knew that, right? In fact, Rotax’s presence around the world, outside the United States, is even stronger, probably closer to 70-80%. The big Austrian engine manufacturer works with more than 200 OEMs (original equipment manufacturers, meaning airframe builders) in nearly every country on Earth.

Many countries do not allow homebuilt aircraft and that’s unfortunate because such aircraft provide fertile ground for a new engine producer to get started. Perhaps this explains why the USA has so many different engines in our list.

For those of you who want to plow down to every single engine on every single Light-Sport Aircraft or Sport Pilot-eligible kit-built aircraft, check this long PDF file to see every entry in our comprehensive database. Learn more beyond engines from our Tableau Public market info page.

If you are puzzled, as I was, by the #2-ranked Unknown listing, here is Steve’s response: “The ‘Unknown’ refers to aircraft where the FAA data is blank in respect to the engine. Presumably, these aircraft have engines, but the FAA doesn’t know what kind. This is a data-quality problem common to all databases. No database of any size ever has perfectly clean and complete data, contrary to what people assume.”

“I was surprised to find ‘Pipistrel’ engines,” Steve also wrote. Pipistrel makes airframes and then installs Rotax or other engines into them, don’t they? Well, yes, that’s been most of their history. Yet in recent years Pipistrel has engaged deeply in electric-powered aircraft and this data has begun to creep into our comprehensive review. (Choosing to pursue electric power appears to have been a shrewd move as Textron paid a boatload of money [more than $200 million, it has been reported!] to acquire the Slovenian company, allegedly mainly for its pioneering work in electric propulsion.)

“These Pipistrel powerplant entries are for electric-powered aircraft as the All-Engines spreadsheet shows, so by all means we want to credit Pipistrel,” Steve clarified.

Then Steve noted, “I was shocked to see that we have ten ‘Rolls-Royce’ engines! I thought it was bad data. Turns out, it’s a bunch of CarbonCubs that use a Rolls-Royce-licensed version of the Continental O-200.

Steve continued writing, “One website reported: ‘In a cooperative venture, Rolls-Royce produced these same designs in England, under separate certification, with model designations beginning RR, e.g., the Rolls-Royce RR C90-12FH is the equivalent of the Continental C90-12FH.'”

The Rolls-Royce versions were said to be “directly interchangeable with the equivalent models manufactured by Continental.”

Dig further if you wish. It’s all here to read as this article uncovers the breadth of the light aircraft powerplant market.

ENGINES ARTICLE LINKS:

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When I was a kid, I was a New York Yankees baseball fan. Why? I’d never been to New York; I lived in the midwest. I loved the baseball team because they won a lot. The saying way back then was, “The American League battle isn’t to determine who wins, but which team might come in second.” Everybody knew the Yankees would win again. (As I said, this was some time back in history.) In light aviation, we have a roughly similar situation. Rotax provides somewhere around 70-80% of all engines for aircraft in the light aircraft space globally. The remaining 20-30% is divided between Continental or Titan, Jabiru, ULPower, and a growing collection of converted auto engines (though the latter, without ASTM approval, are used only on kit aircraft or ELSAs). US Sport Planes owner Scott Severen, who represents Jabiru in America, declared for the Australian manufacturer, “The 4,000th Jabiru 2200 four-cylinder, 81-horsepower engine [was] recently produced at the Jabiru facility.” And, he added, “The 3300 engine [series is] fast approaching this number, too.” So, Jabiru may not be #1, but the “down-under” company achieved a significant benchmark when they shipped number 4,000 of the 2200 series.

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Big, Beautiful, Powerful — The Highly Finished Montaer MC01 with Rotax 915iS

By Dan Johnson || 11 Comments

Pilots love airplanes (duh!). Pilots also love engines, especially when they are truly powerful. So, perhaps Brazilian manufacturer Montaer made a market-savvy move by moving quickly to incorporate Rotax’s most potent engine, their 915iS producing 141 horsepower in a turbocharged and intercooled package. The result of Bruno de Oliveira‘s design work is MC01 915 as seen in the nearby photos and in more detail in the video below.

Other powerful engines are available, for example, the even-higher-horsepower Titan from Continental Aerospace. These powerplant designs are sharply different because the Rotax uses a smaller displacement and is physically more compact. The 9-series is also significantly less noisy and it boasts the latest technology from an engine builder cranking out thousands of engines a year (when counting the many non-aircraft engines the Austrian company makes).

I wrote that Bruno moved quickly. That’s because this is a new model, first introduced to Americans only last year. Although Bruno was once associated with Paradise Aircraft (of P1NG LSA fame; note the resemblances), his Montaer company is new. Clearly, this developer is highly motivated… to start a new company, to design a new airplane, and to rapidly act to adopt the industry’s newest engine.

Although no one is saying it today, I perceive that his is a smart play to prepare for Mosaic LSA. Given a cabin that has already accommodated four seats and three doors to serve all those seats, adding an engine powerful enough to carry four makes Montaer a shoe-in to offer such a model in 2025 after the new regulation should emerge.

Indeed, as several conversations I had at Aero Showcase 2022 demonstrated, pilots are asking questions like this: “If I bought this Montaer and flew it for a couple years, could the company ‘upgrade’ it to Mosaic and let me add four seats?” The short answer is “Yes, very possibly.” Since a very similar design has already flown in Brazil with four seats, it seems likely that Montaer can declare the aircraft at a new weight and go forward offering a rear seat “kit.” All that is theoretically possible under ASTM standards, but we must wait until FAA issues their Notice of Proposed Rulemaking (NPRM), expected in August of 2023.

Room for More

Brazil already has a Mosaic-like regulation; see this article.

Montaer wrote, “[We have] the roomiest cockpit in the entire LSA category. Montaer MC-01 was originally designed as a four-seater aircraft in Brazil (when different regulations applied), therefore, the removal of the two back seats, with an existing third door, produces impressive room for cargo. Also [we offer plenty of] legroom for pilot and passenger.” The company added a line that should work for lots of pilots: “No challenge for the big guys.”

Pilots of any size will be well protected given Montaer’s building methods. MC01 features a welded passenger safety cell with solid-metal rivet construction. The latter is much more time consuming than pulled rivets and is more familiar to those buying a Part 23-certified metal aircraft such as Cessna. In fact, overall, the yoke-controlled MC01 may remind pilots of the Cessna 172, to which it is often compared.

However, with the 915iS engine on a present-day LSA two seater, this bird is going to soar. Climb rate shown in the specification box nearby is for a 912iS-powered MC01. With another 41 horsepower, the “Monster Montaer” should shoot upwards like a homesick angel. If someone in a MC01 915 challenges your Skyhawk to a climb contest, don’t take the bait. You’ll lose… by a wide margin.

Still, for most pilots, the 912iS may be a great choice. It is several thousand dollars less, is lighter, lacks some of the 915iS’s complexity (turbocharger and intercooler) and is much more fuel efficient (≈4 gallons per hour compared to 6-7 gallons per hour with the 915). Maintenance will also cost less and the 912iS is extremely well proven at this stage.

Before the Covid panic hit worldwide, Montaer was accepted by FAA as a Special LSA after the company verified that it had met all ASTM Standards for Light-Sport Aircraft. Shortly afterward, in 2021, Montaer established a presence at DeLand Municipal Airport, Florida airport by partnering with Shalom Confessor of the Aero Affinity group.

Helping Others

“Every pilot must fly,” stated Montaer simply. “Now, our MC01 accommodates pilots with special needs with adapted hand controls using the same aesthetics and superb finish component found in all our planes.”

The reference is to an additional control added to allow pilots without the use of their legs to operate the MC01 (nearby image). Such pilots have a few choices but Montaer’s entry is modern and handsome.

I posted a more detailed article about Montaer’s hand control project. You can read it anytime.

Whatever the use case and come what may from Mosaic, I predict we’ll see a growing number of MC01 LSA in the years ahead.

ARTICLE LINKS:

Shot last month at the first-ever DeLand Aero Showcase, this video gives quick views of the Montaer MC01 with Rotax 915iS powerplant in its worldwide debut.

This video features a full-length (28-minute) pilot report in Montaer with Aero Affinity’s Alex Rolinski providing the demonstration flight. The aircraft was equipped with a 100-horsepower Rotax 912.

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Pilots love airplanes (duh!). Pilots also love engines, especially when they are truly powerful. So, perhaps Brazilian manufacturer Montaer made a market-savvy move by moving quickly to incorporate Rotax’s most potent engine, their 915iS producing 141 horsepower in a turbocharged and intercooled package. The result of Bruno de Oliveira‘s design work is MC01 915 as seen in the nearby photos and in more detail in the video below. Other powerful engines are available, for example, the even-higher-horsepower Titan from Continental Aerospace. These powerplant designs are sharply different because the Rotax uses a smaller displacement and is physically more compact. The 9-series is also significantly less noisy and it boasts the latest technology from an engine builder cranking out thousands of engines a year (when counting the many non-aircraft engines the Austrian company makes). I wrote that Bruno moved quickly. That’s because this is a new model, first introduced to Americans only last year.

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Can a Minimal Aircraft Deliver Maximum Enjoyment …Affordably? Yes, North Wing Does It!

By Dan Johnson || 2 Comments

A Message of Thanks
on a Day of Thanksgiving

Does a “simple aircraft” seem a contradiction in modern aviation? Today, a mid-range LSA is commonly equipped with sophisticated digital avionics, autopilot, articulating fowler flaps, carbon airframes, powerful engines, numerous safety items and quite a bit more. Doesn’t everyone want those features?

Is is even possible to fly an aircraft without all these advanced devices and services? Who would want such a simple aircraft?

You might be surprised. Over the years I’ve come to believe that Part 103 ultralights (see a lengthy list of 103s) are selling at roughly the same rate as Light-Sport Aircraft (market stats). I frequently get pushback when making this statement but I believe part of the answer is that these aircraft don’t fly where larger, more powerful, faster, noisier aircraft fly. Most 103 aviators fly out of fields or airparks. They don’t need space in your hangar. They don’t go very far, usually. They prefer to stay out of denser traffic areas. They go up for the view and an hour or so of aerial maneuvering.

Some sellers of 103-compliant aircraft say they cannot keep up with orders. Go figure, huh? One reason is a price tag that can come in below $20,000 for a ready-to-fly aircraft. When your new flying machine costs what an average new motorcycle sells for, is it affordable? The answer is different for each individual, of course.

North Wing,
Light Aviation Powerhouse

In 25 years, what started out as a shop to make hang glider wings (North Wing, get it?) has blossomed into a full-fledged supplier of light flying gear, from hang gliders to full-LSA two place aircraft and all manner of flying equipment. The company has been led by its founder, Kamron Blevins, since Day One.

A folding mast makes joining wing to trike carriage easier.

In their whole line — and it’s extensive; you can browse their website for quite some time — North Wing’s most expensive aircraft sells for $62,500. That’s their Scout XC Apache Light-Sport Aircraft.

On the affordable end is the ATF Trike powered by a 27 horsepower Minari 200 engine with two-blade carbon prop and the Solairus wing for $16,900. According to one survey of 353 motorcycle models, average cost is $15,867.

Just for fun, some references highlight the genuine simplicity of North Wing‘s latest trike. (Not a company diagram.)

However, these two prices merely span the range. In between, North Wing offers many model variations, several choices of wing, and a large number of accessories. For those who want to save a little and learn a lot assembling their own aircraft, North Wing also offers kits.

An electric ATF trike is also available, using a 21 kilowatt / 28 horsepower electric powerplant. It sells for $27,900, which surely makes it the most economical electric aircraft on the market. Of course, it can comply with Part 103.

North Wing’s founder, Kamron Blevins, easily lifts the entire trike, not including wing.

Besides saving you money on purchase, North Wing’s ATF also eliminates the need for hangar space (yeah, like you can find any at most airports). The trike and wing fold so small, they can be carried in/on a small vehicle and stored in your garage or shed. Super-light trikes like this use so little gasoline, even Part 103’s five-gallon limit is hardly needed.

I’ve enjoyed North Wing’s aircraft over the years and one of my favorites was the Solairus.

North Wing carefully prices everything they sell — from full-sized aircraft to small accessories — on their website. All shoppers can applaud such full disclosure while budget-conscious buyers especially appreciate the forthright way North Wing does business.

I’ve personally known founder and boss Kamron Blevins since we were both active in hang gliding. That goes back quite a ways and throughout I’ve found Kamron to be ambitious, honest, and innovative.

Check this Facebook exchange where several owners of North Wing’s diverse line express their thankfulness for North Wing. That kind of customer loyalty is precious.

Compress Post ...

A Message of Thanks on a Day of Thanksgiving Does a “simple aircraft” seem a contradiction in modern aviation? Today, a mid-range LSA is commonly equipped with sophisticated digital avionics, autopilot, articulating fowler flaps, carbon airframes, powerful engines, numerous safety items and quite a bit more. Doesn’t everyone want those features? Is is even possible to fly an aircraft without all these advanced devices and services? Who would want such a simple aircraft? You might be surprised. Over the years I’ve come to believe that Part 103 ultralights (see a lengthy list of 103s) are selling at roughly the same rate as Light-Sport Aircraft (market stats). I frequently get pushback when making this statement but I believe part of the answer is that these aircraft don’t fly where larger, more powerful, faster, noisier aircraft fly. Most 103 aviators fly out of fields or airparks.

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Globetrotting By Weight Shift Trike — Adventurers Fly 100,000 Miles In An Open Cockpit

By Dan Johnson || 1 Comment

Rotax’s 9-series engines have propelled several aircraft in round-the-world flights. One major user of the Austrian powerplants is  The Airplane Factory in South Africa. They’ve done so many circumnavigations of the planet, you could be excused for losing count.

However, very long flights in an open cockpit airplane are rare. The very first such involved four open cockpit Douglas World Cruiser aircraft, which Donald Douglas modified from his DT-2 torpedo bomber.

In April 1924, eight U.S. Army Air Service pilots and mechanics in four airplanes left Seattle, Washington, to carry out the first circumnavigation of the globe by air. Only one completed the entire journey 175 days after 74 stops and flying about 27,550 miles.

Amazingly, 35 replacement engines, along with numerous spare parts, had been distributed throughout the world to assist the effort.

In contrast, our trike adventurers had but one engine and only each other to support a voyage four times as long as the 1924 group. No wonder Rotax was pleased to help report the following story.

Trike Globetrotter Project

As Rotax Aircraft Engines observed from their base in Gunskirchen, Austria, “To travel around the world in a trike is an adventure that is not for everyone. Two extreme adventurers from Germany, Andreas Zmuda and Doreen Kroeber fulfilled their dream that became the philosophy of their life.”

The big engine builder supplied the 912 ULS/S powerplant. which got one long workout as Andreas and Doreen flew their French-built 2012 DTA Voyageur II weight shift trike.

A point of irony — The DTA-brand trike is the same as world-circler and founder of The Airplane Factory, Mike Blyth used for his 1999 South to South (as in S. America to S. Africa) expedition. As fantastic as that expedition was, the Trike Globetrotters flew nearly four times as many miles.

“Born in Berlin,” Rotax continued, “Andreas Zmuda has been an adventurer since he was a young lad. He hitchhiked all over Europe with a backpack when he was 15, before he emigrated to Venezuela in the early 1990s and gained a fascination for other cultures, traditions, and ways of life.”

After earning his Sport Pilot certificate in the USA, Andreas decided to stay in South America where he worked for 22 years as a tour guide and organizer of adventurous tours and jungle expeditions.

In November 2010, Andreas met Doreen during an Amazon expedition through Peru, Bolivia and Brazil, where he was the expedition leader and Doreen was a tourist.

Doreen was born in Halle, Germany and since her teenage years has been interested in outdoor activities and adventurous trips around the world.

For a short time both Andreas and Doreen returned to freezing-cold Germany, but this only lasted a few months. They were much too motivated to experience new adventures, so they decided in summer 2012 to sell everything they had and take off for a 160,000 kilometer-long (100,000 mile) world record flight through 101 countries, which would last for the next few years.

These extreme adventurers have been flying together over the past years across North, South and Central America. In New York, they made a spectacular flight around the Statue of Liberty and through the skyscrapers of Manhattan (images), a top highlight of their travels.

Beyond that, flights across Central and South America included their own special perils

“We knew from the very beginning that we would fly more than a third of all our flights over water, jungles, or mountains, where safe emergency landing is impossible,” said Andreas about the most nerve-racking stages of their trip. “You never get used to flights like the ones over the Darién Gap between Panama and Columbia with 350 kilometers (217 miles) of uninhabited jungle, or the Arctic tundra of Canada, or even the many anxious flights of up to four hours over the turquoise blue water between the Caribbean islands.”

Flying over the Hudson River in New York City, a highlight of the entire flight, they said.

“But it was always an extremely good feeling to be able to fully rely on the Rotax 912 ULS/S,” Andreas stated. In 2018 the pair returned to Europe, where they flew from Belgium to Luxembourg, to Germany, Switzerland, The Netherlands, Denmark and to Sweden, Norway, Finland as well as from Estonia to Latvia, Lithuania, Poland, Czech Republic, Slovakia, Hungary, Slovenia, Italy, France, Spain, and Portugal.

Later stages of their trip took them into Africa – over fields, deserts and mighty mountain ranges – and then across Asia to the final goal of the world tour: Australia.

“It is still a huge distance to fly for the adventurers,” observed Rotax, “which implies a lot of dangerous areas but also gorgeous experiences, impressions, and encounters.

Pilots may dream about being such an experience, yet few would have the courage to set off on such an adventure. Fortunately, you can enjoy the magic from the comfort of your sofa.

See the Movie
Support the Effort

“Financing an experience like this is no easy task,” Andreas and Doreen said. “You can help us by renting or buying the trike adventurers’ movie: “100,000 Miles: The Adventures of the Trike-Globetrotters on the American Continent. Check out the trailer below and go to this link to rent ($6.50) or buy ($15, stream anytime). See a trailer below.

Full Disclosure — Andreas and Doreen did not fly the entire route shown on the nearby map. Remember, this flight took place during some of low points of the global Covid panic. As Andreas wrote earlier on Facebook, “These are really crazy times at the moment and we will fly from Madrid to Portugal in February, but then [we will] transport the trike in a container to South Africa. Flying along the west coast [of Africa] is just not possible right now.” This was also a time of supply line constraints and container shipping expenses that quadrupled. Shipment of the trike involved considerable delays.

Keep up with these adventure partners at their Trike Globetrotter website.

In this English-language trailer for their full-length movie, you get a taste for the globe-trotting adventure this pair experienced as well as their movie-making skills.

 

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Rotax’s 9-series engines have propelled several aircraft in round-the-world flights. One major user of the Austrian powerplants is  The Airplane Factory in South Africa. They’ve done so many circumnavigations of the planet, you could be excused for losing count. However, very long flights in an open cockpit airplane are rare. The very first such involved four open cockpit Douglas World Cruiser aircraft, which Donald Douglas modified from his DT-2 torpedo bomber. In April 1924, eight U.S. Army Air Service pilots and mechanics in four airplanes left Seattle, Washington, to carry out the first circumnavigation of the globe by air. Only one completed the entire journey 175 days after 74 stops and flying about 27,550 miles. Amazingly, 35 replacement engines, along with numerous spare parts, had been distributed throughout the world to assist the effort. In contrast, our trike adventurers had but one engine and only each other to support a voyage four times as long as the 1924 group.

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Cross Country Delivery of AeroJones CTLS Light-Sport Aircraft Represents a “First” in China

By Dan Johnson || 10 Comments

American and European pilots can plan a trip across the continent with surprising ease and with great support from air traffic controllers, airport operators, and businesses that serve aviation. No one stops you to ask what you’re doing. You probably question why I even bother to write this because it’s so well understood.

Yes, those of us in countries where private aviation is well-established take for granted the privilege of flying cross country. In fact, it’s one of the great joys we love to experience. It’s a fantastic way to see the country. That’s simply doesn’t happen in China. …Or, it didn’t. Things are changing and one company has forged ahead despite the challenges.

This story involves a Taiwanese-origin, China-based company called AeroJones and involves the delivery of one of their CTLS aircraft to a customer. In the USA, this would never be news. In China, it most definitely is!

AeroJones’ Great Aerial Trek

After purchasing the rights, AeroJones builds the Flight Design CTLS for the Asia-Pacific market. Americans have seen AeroJones as it filled in when Flight Design in Germany went through a government-imposed restructuring in 2015.

Pilots Wu Zhuo and Hu Shaokang flew the CTLS on its 1,500 kilometer record-setting ferry flight.

For several years, all the company’s deliveries inside China have been done by ground vehicle, reassembling the packed aircraft and test flying at the site of the customer. China rules are tight enough that cross country is really not possible except for business aircraft and military. Can you imagine Cirrus delivering their new aircraft to customers by truck? No, neither can I, yet that’s what AeroJones has had to do for years.

So, it’s a big deal to get permission to deliver an aircraft by air. Here’s the company’s story. Errors in computer translation are likely but I’ve attempted to help an interesting story come to life.

Zhenjiang to Chongqing
The Story Behind the “Record”

Part 1 — Determination of delivery plan

The travel from Zhenjiang to Chongqing involves 1,500-kilometers (932 statute miles, a flight roughly matching Chicago to Denver in both distance and terrain). In the past, such long-distance deliveries were carried out by land transportation, and after arriving at the destination, it was necessary to reassemble and test fly each aircraft and afterward process relevant official documents. This took a long time and was inefficient.

The first part of the ferry flight encountered headwinds but fewer terrain challenges.

“Do you want us to try to prepare the machine for flight to Chongqing this time,” the pilot team asked?” They have the skills and can plan the flight. It will make delivery so much easier (than by truck shipment). “The flight distance is much shorter (than driving) and the performance of the CTLS aircraft is capable of this flight. We can do it!”

Weixiang Aviation never flew one of their aircraft to Chongqing. “Such a long distance and flight duration have never been seen in the history of Weixiang,” noted the comany. Which route should they fly? Which airport should we use for a fuel stop? How can we get the right fuel? How do we coordinate parking overnight at an unfamiliar transit airport? These tasks, commonplace for American pilots, were each new challenges to be overcome. Airport providers of those services have no experience with small aircraft like CTLS so it was a learning experience on both sides.

Clouds encroached on the flight path at times but controllers worked with the pilots… even though those controllers had no experience with light aircraft like CTLS.

2. A time challenge also emerged.
“We need to deliver this aircraft to the customer by October 1st,” the team realized. How can we best meet the customer’s needs? Can we customize a plan? We must pick routes and start immediately. Plus we must prepare Plan B: land delivery. Although we don’t want to repeat this method, we must be prepared.

Time was tight and the task was heavy. “The biggest difficulty in this adjustment is the long distance, which needs to be carried out in stages,” said Li Can, head of aviation affairs at Weixiang Aviation. “The terrain in the second half is complicated,” he added, referring to a high mountain range.

In addition, the CTLS prefers No. 95 gasoline (premium auto fuel). Since this is different from the fuel used by general aircraft, the problem of refueling must also be taken into account. Wuhan Hainan General Airport offered better choices and was located at about the halfway point. of the flight. Americans will recognize the name Wuhan, made infamous in connection with Covid.

Headwinds dropped at the flight progressed but then higher, less hospitable terrain arrived.

3. The range of choices got smaller
Unfortunately, the team had to plan for possible suspension of activities at Wuhan Hannan airport, so all the planning had to be restarted. The choices are more limited without Wuhan considering weather and terrain and the needs of aircraft performance, supporting airport facilities, air traffic control permission, and other factors.

4. “Fortunately, the plan passed successfully
When applying for a flight plan coincided with the eve of a holiday, and fearing that uncontrollable factors would affect the flight plan, the team continued to proceed simultaneously with the application for flight plan and prepare alternative plans for land transportation in case new flight plans were not approved (permission must be obtained more than 48 hours before the flight in China, further challenging the planning). “Fortunately, our application for original and alternate flight plans were successfully approved, and the flight could begin.”

Part 2 — “The test of the aircraft is much higher than the test of the pilot”

1. The longest distance and the highest flight altitude
Pilots Wu Zhuo and Hu Shaokang have considerable experience flying CTLS. “This is the longest flight I have flown in CTLS: 1500 kilometers, 12 hours, and altitude of 2,700 meters (about 9,000 feet; well above altitudes commonly assigned to non-business aircraft). These are regarded as a new record for China light aviation.

The last half of the flight had to pass over some mountainous terrain with few landing possibilities.

2. En route challenges
“The firsts half the long flight encountered strong headwinds of up to 28 knots. This lowered ground speed and burned more fuel so the pilots considered a diversion to Xiantao Airport. Fortunately, higher altitude winds reduced so fuel was sufficient, and they were able to reach their original destination safely. After landing, they checked to find only backup fuel remaining. “We were quite lucky the winds reduced.”

3, How smooth the first half; how thrilling the second half
Jingmen to Chongqing, the first half, had very smooth conditions. However, after crossing Zhangjiajie, clouds increased. We were then flying at about 2,400 meters (7,800 feet). Clouds threatened our forward visibility and because our aircraft is operated under visual flight references (VFR), we had to proceed carefully.

As the destination neared Chongqing, terrain became mountainous (nearby images) and that terrain offered fewer landing spots. “At our minimum safe altitude, mountain winds produced moderate to rough turbulence during the flight. “We had to ask our air traffic controller for a high altitude, up to 2,700 meters.”

4. Questions encountered along the way
“We passed through a lot of control areas and often changed air traffic control. The local controller often asked what type of aircraft we were flying. Is it a helicopter? Does it have any instrumentation and so on? Controllers have relatively little experience in flight support for Light-Sport Aircraft flying such long cross country flights.”

The pilots were pleased with AeroJones CTLS performance and capabilities for cross country flying in a variety of conditions and over varying terrain.

5. Test of the aircraft versus test of the pilot
“A first flight like this is a test of both people and planes.” Just like the degree of turbulence encountered in this flight, the test of the aircraft is actually greater than the test of the pilot. Most of the difficulties can be overcome by an experienced pilot, but the performance of the aircraft is relatively fixed. Only a reliable aircraft can withstand such a test. Given the flight length, interior space and comfort are important as is avionics equipment. “This flight brought a new understanding of our aircraft and we confirmed Light-Sport Aircraft performance is excellent.”

Part 3 — “Interesting Episodes”

1. “Can I go to Chongqing with the plane?”
After arriving at the transit airport, Wuhan Zhanghe Airport, an airport staff member learned that the destination of the ferry flight was Chongqing, and he asked to join the flight, probably thinking we had extra seats.

2. “We flew the plane ourselves, there is no flight number”
After arriving at the hotel in Chongqing, the hotel routinely asked the pilot about the transportation method to Chongqing. “We came by plane. We don’t have a (airline) flight number. We flew our own plane and can give you our tail number.” The hotel staff, not really understanding what type aircraft we had flown, reluctantly registered the number of the CTLS.

Behind the creation of such a China record is the efforts of a group of people. The ferry team thanks the major military and civil aviation control units that provided support for this flight transfer, those who helped us explain such a ferry flight, and the whole team who deserves recognition in making this first-of-a-kind flight take place.

The story of CTLS is still being written, and more records are waiting to be created.

This short video, although using a language few viewers may understand, offers glimpses of flying over China. From a Light-Sport Aircraft, these are very rare scenes. Aircraft other than military and airline simply don’t get permission for cross country flights… but things are changing. Enjoy the views, compliments of AeroJones.

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American and European pilots can plan a trip across the continent with surprising ease and with great support from air traffic controllers, airport operators, and businesses that serve aviation. No one stops you to ask what you’re doing. You probably question why I even bother to write this because it’s so well understood. Yes, those of us in countries where private aviation is well-established take for granted the privilege of flying cross country. In fact, it’s one of the great joys we love to experience. It’s a fantastic way to see the country. That’s simply doesn’t happen in China. …Or, it didn’t. Things are changing and one company has forged ahead despite the challenges. This story involves a Taiwanese-origin, China-based company called AeroJones and involves the delivery of one of their CTLS aircraft to a customer. In the USA, this would never be news. In China, it most definitely is! AeroJones’ Great Aerial Trek After purchasing the rights, AeroJones builds the Flight Design CTLS for the Asia-Pacific market.

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Aeroprakt and Aeros Continue Manufacturing Despite Senseless Destruction in Ukraine

By Dan Johnson || 6 Comments

The following story is one that moved me and might affect you similarly. I consider all recreational aviators anywhere in the world as fellow flying enthusiasts. Maybe you do, too? Whatever we fly, pilots share a love of aviation, regardless of what language we speak or what currency we spend.

Aircraft like the Aeros ANT and many more are listed in the Part 103 List with many links to more information.

I am flooded with admiration for those airplane producers in Ukraine who have courageously continued even as bombs fall and missiles fly. I have visited three Ukraine producers (some years ago) and I can only try to imagine what they are experiencing today.

In this article I want to shine a light on courageous efforts by regular Ukraine citizens to continue making aircraft that bring satisfaction to pilots in America and many other countries.

Aero Hang Gliders
and Nanotrikes

As you’ll hear in the first video below, I was told a compelling story about workers in Kyiv-based Aeros going to their factory pre-dawn, entering quietly, working with reduced lighting to be less conspicuous, and locking themselves in for the workday. Whatever the present-day facts, I cannot imagine many Americans being willing to go to work under such circumstances.

Still the Aeros team continues to build and deliver their flying machines, ranging from hang gliders to trikes to the Sky Ranger three-axis airplanes (long flight review from 2007). The Ukraine company has been building these for at least 20 years; I last visited in 2003.

Aeros reported on their website, “In the last few years [we have seen] growing interest in lightweight trikes.” The company employed the term “nanolight” because this tiny trike is extremely light compared with more conventional two-seat trikes.

In addition to hang gliders and trikes, Aeros has long built the three-axis Sky Ranger.

“These little ones attract pilots for being as portable as possible,” said Aeros. A nanolight trike, they point out, can be folded up to fit in the back of many cars; the entire aircraft can be de-rigged and stored at home with minimum time and effort.

ANT, or Aeros Nanolight Trike, is primarily aimed at those of us who like the idea of soaring a hang glider but don’t live near mountains to launch from or simply desire a way to get aloft without needing the support of a launch team. “Some pilots choose nanolight trikes just to have an alternative on normally non-soaring days, others – to open up new soaring opportunities,” explained Aeros.

ANT main gear look odd in this photo but they are manually folded out of the airflow to reduce drag while soaring.

Fulfilling the Aeros concept of maximum portability, ANT’s main landing gear is manually retractable even in flight, to position the main gear out of the wind stream.

A very experienced builder of both beginner and competition-grade hang gliders, Aeros has created the Discus T wing specifically for ANT. Discus T comes in two sizes, Discus 14T and Discus 15T, the number roughly relating to the square meter area of the wing. This is their best soaring choice for ANT.

Fox T is another wing for nanolight trikes, created for “those who want to feel the simplicity and real pleasure of bird-like flying,” said Aeros. Fox T offers low and slow maneuverable flying. “Fox T has been developed from our beginner Fox glider and has been reinforced and adapted exclusively for flying with nanolight trikes,” Aeros clarified.

For experienced pilots wanting maximum performance, Aeros offers their Combat T, “a step higher in nanolight technology, designed for those who want to fly faster and farther.”

Besides the Polini or Vittorazi two-stroke engines adapted from the powered paraglider industry, Aeros offers a Bailey V5 four-stroke engine (article) to minimize maintenance costs and provide greater engine reliability.

As an example, an ANT trike with a Discus T wing and a Bailey V5 at cruising speed consumes as little as two-thirds of one gallon of fuel per hour, offering incredible fun at minimal cost. “You can power fly ANT for more than three hours,” probably using less less fuel than on your drive to the airport or airfield.

I hope Aeros will be able to keep producing its flying machines throughout this time of war. It puts smiles on the faces of their customers while keeping their workers employed.

Aeroprakt
Popular & Colorful

One of the most successful LSA in the U.S. market is also manufactured in central Ukraine.

When I visited this company many years ago, they were new in western markets. Fortunately for them, a wealthy Saudi Arab businessman and flying enthusiast helped bankroll the new company.

On my visit, I saw an active operation with workers buzzing to build aircraft. However, they did so in a converted factory that was far from optimal. They made it work but they had ambitions for another facility.

The original A-22 model with its extensive acrylic viewpoints. That model has now been joined by the newer, smoother A-32.

I flew with principal designer, Yuri Yakovlev in an A-22 (image nearby) to a location where he planned to expand and improve their facility. The second video below shows the nice building that followed along with destruction it suffered from Russian artillery.

Like Aeros, Dennis Long indicated Aeroprakt is continuing operations despite the scary conditions in their home country. Dennis handed off Aeroprakt importation to Andy Humphrey of Heavenbound Aviation. The company is active at all major airshows.

Flight Design
CT and F-series

The most famous builder of LSA in Ukraine is the Germany company, Flight Design. Many years ago, company leader Matheus Betsch established a factory in Kherson (pronounced “HAIR-son”). Unless you’ve completed avoided the news you should recognize this name as one of the few areas Russia occupies in Ukraine.

Flight Design’s new F2 about to land at the Midwest LSA Expo.

I visited this city in the south of Ukraine some years ago. In addition, many LSA pilots will recognize the name Tom Peghiny, the longtime importer of the CT series. Tom married his wife in Kherson and her family remains in this area. This has been an exceedingly difficult experience for them. While the leaders of countries have their aggressive ambitions, it is the ordinary citizens of those nations that have to bear the consequences.

A beautifully restored CTSW achieved by North American importer, Airtime Aviation.

Flight Design’s Ukraine, German, and Czech teammates worked to shift production of CTs and the new F-series from Kherson to Šumperk in the Czech Republic. The market leader has already resumed shipments, a admirable accomplishment under the most trying and dangerous of circumstances.

This post has no political message beyond hoping for peace but I felt it was worthwhile to show how bravely those people continue working to build the aircraft many American pilots enjoy.

Here’s wishing for better times for everyone in Ukraine’s light aviation community.

ARTICLE LINKS:

Here’s a brief look at the Aero ANT (Aeros Nanolight Trike) as seen as Oshkosh 2022.

“Following is a YouTube video from Plane Ukraine depicting the Russian destruction of Aeroprakt headquarters. The story of this destruction of one of the world’s most innovative LSA companies needs an audience.” —Forwarded by John Inglis

Most of you won’t understand the language in this video but words are not necessary to show how a beautiful facility created by Aeroprakt has been badly damaged by artillery strikes. What a shame…

Compress Post ...

The following story is one that moved me and might affect you similarly. I consider all recreational aviators anywhere in the world as fellow flying enthusiasts. Maybe you do, too? Whatever we fly, pilots share a love of aviation, regardless of what language we speak or what currency we spend. I am flooded with admiration for those airplane producers in Ukraine who have courageously continued even as bombs fall and missiles fly. I have visited three Ukraine producers (some years ago) and I can only try to imagine what they are experiencing today. In this article I want to shine a light on courageous efforts by regular Ukraine citizens to continue making aircraft that bring satisfaction to pilots in America and many other countries. Aero Hang Gliders and Nanotrikes As you’ll hear in the first video below, I was told a compelling story about workers in Kyiv-based Aeros going to their factory pre-dawn, entering quietly, working with reduced lighting to be less conspicuous, and locking themselves in for the workday.

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Made in America — The Affordable Ultralight Formerly Known As Zigolo Mg21

By Dan Johnson || 14 Comments

At airshows throughout 2022, I repeatedly spoke to pilots interested in ultralights, the true Part 103 variety. I continue to be impressed by two apparent facts.

First, among the better-informed recreational pilot population, virtually all know what a Part 103 ultralight is but most think they remain a small percentage of the aircraft being sold to pilots each year. Many also think a legitimate three-axis Part 103 is no more than a fantasy — one critique is that most fixed-wing 103 entries exceed allowed weight.

Secondly, the less-well-informed general pilot population has heard of Part 103 but often believe those aircraft mostly disappeared back in the last century and are only seen rarely these days.

Both could not be more wrong.

In numerous conversations, I’ve expressed my belief that Part 103 ultralights sell at approximately the rate of new Light-Sport Aircraft. Most folks find that hard to believe. I understand but this reveals how invisible these flying machines tend to be. Part 103 ultralights are frequently flown from fields, distant from controlled airports. As they don’t fly fast or make a lot of noise they somewhat dissolve into the background of aviation.

Those who enjoy them feel differently and know better. The organizers of the World Ultralight Fly-In have tapped this interest (article).

Now those enthused by the most affordable aircraft available in all of aviation can celebrate a fresh arrival… supplied through a new arrangement. Let me explain.

Welcome Back, Zigolo
New Name & New Production

“Aeromarine is proud to introduce the newest and most practical ultralight ever,” Chip Erwin exclaimed! “Or nearly ever… TrueLite is designed by Aviad and manufactured and distributed by Aeromarine.” TrueLite follows on the Zigolo from the same designer (article).

Chip has a long background that many know. He was the originator of the SportCruiser that remains one of the top LSA sellers in the USA. He developed the affordable Merlin and Merlin Lite (articles for each). He has made floats for numerous aircraft. Chip develops all this using extensive European contacts but he brings interesting aircraft to the USA to be further refined for American pilots.

A longtime aviation innovator and marketer, Chip has renamed the awkward Mg21 into a more memorable TrueLite. The TrueLite variation on the Mg21 theme involves updates and changes to suit the market Chip envisions but Francesco Di Martino‘s original design provided the structure, planform, and construction for Aeromarine-LSA to take further.

It appears the rebadged model is truly ultralight but what’s more valuable to Yankee enthusiasts may be the Made-in-America approach Chip is taking with partner Paul Mather (of M-Squared Aircraft fame). Both men are longtime industry veterans. These guys have seen it all and TrueLite is their focus for 2023.

Paul confirmed the overall plan when he stated, “We are going to do the manufacturing of the aircraft in the United States for worldwide consumption.”

The collaborators will offer dual configurations: an advanced kit and fly-away model, either possible thanks to the gentle regulation of Part 103. “The advanced kit will come more or less ready to assemble,“ Paul clarified. For those that just want to fly, we can and will offer ready-to-fly TrueLites. In addition, we can offer a float-equipped model.” See pricing in the nearby info panel.

Manufacturing will take place at the base of M-Squared Aircraft in St. Elmo, Alabama. “As part of his acquisition, Chip should receive all the blueprints and drawings. We will use these to do all the fabrication here,” Paul noted, adding that some tooling will be provided from Francesco, for example, wing rib forms.

About TrueLite

“It only takes two minutes to fold the wings on the TrueLite,” Chip boasted. “This means hangar space is no longer required. Simply roll the TrueLite onto a small trailer (available separately) and drive it home.” TrueLite can fit into a one-car garage, trailer and all, Chip assured. Given long waits to secure a hangar at most airports, this adds real value.

These are preliminary specifications; changes are likely as production progresses.

TrueLite’s fuel is not located in the wing and no controls need to be disconnected. “An owner can truly be ready for transport in only two minutes,” Chip verified.

The main structure of TrueLite is all-aluminum including ribs, wing spars, and fuselage. Empty weight is less than 240 pounds and that is with the included parachute rescue system. “Partial Dacron wing skins assist in achieving a weight that is well below Part 103 compliance,” Chip explained.

This historical image from 1984 shows how long Aeromarine-LSA developer Chip Erwin has been involved with floats. In this view, he flies with his brother in a Zenith Zipper sporting early Chris Heintz-designed floats leading to the system Aeromarine offers today.

Standard equipment on every TrueLite includes: Full EFIS and engine EMS; a liquid-cooled, dual-ignition, 36-horsepower engine; emergency airframe parachute; tundra tires with hydraulic brakes, float fittings (for those that may want to add optional floats later).

“Aeromarine has been manufacturing aluminum floats for ultralights and LSA for decades,” Chip said. “Our latest floats weigh only 30 pounds each and are perfect for TrueLite. Now you can store your TrueLite on a small boat lift or jet ski docks. Or, you can simply take it home on a small boat trailer behind nearly any size car.”

The designer and Chip say that TrueLite will cruise at the maximum speed allowed under Part 103 and consume only two gallons per hour. Even with Part 103’s tight limit of five gallons maximum, this leaves more than two hours of flying (at cruise power setting).

Aeromarine plans to offer all-inclusive quick-build kits for $25,000. “These easy-to-ship kits take only about 100 hours to assemble,” said Chip “and kits include the EFIS, parachute, engine, and prop. All you need to add is your labor and some paint.”

Because the Part 103 regulation allows, Erwin and Mather will also offer fully assembled and test-flown TrueLites for $29,500 including airframe parachute and EFIS.

The first public display of the TrueLite and the TrueLite on floats is planned for the Sun ‘n Fun show in April 2023, however, production has begun and the order book is open.

Hmmm, I’d recommend interested pilots inquire early. I see production selling out quickly.

ARTICLE LINKS:

TrueLite comes standard with EFIS (Electronic Flight Information System) and an emergency airframe parachute.

Here are two videos from designer Francesco Di Martino.

The first has wing mounted in-flight views while the second shows the wing folding in real time.

Compress Post ...

At airshows throughout 2022, I repeatedly spoke to pilots interested in ultralights, the true Part 103 variety. I continue to be impressed by two apparent facts. First, among the better-informed recreational pilot population, virtually all know what a Part 103 ultralight is but most think they remain a small percentage of the aircraft being sold to pilots each year. Many also think a legitimate three-axis Part 103 is no more than a fantasy — one critique is that most fixed-wing 103 entries exceed allowed weight. Secondly, the less-well-informed general pilot population has heard of Part 103 but often believe those aircraft mostly disappeared back in the last century and are only seen rarely these days. Both could not be more wrong. In numerous conversations, I’ve expressed my belief that Part 103 ultralights sell at approximately the rate of new Light-Sport Aircraft. Most folks find that hard to believe. I understand but this reveals how invisible these flying machines tend to be.

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Aero Showcase — Day Two: Was This the First Mosaic LSA Show?

By Dan Johnson || 9 Comments

As I departed DeLand airport on Saturday at the close of Aero Showcase 2022, I recalled multiple conversations with attendees regarding the airplanes on display. Over and over I was asked if one of the displayed aircraft could benefit from a higher weight under Mosaic rules.

The short answer, I told them, is yes. A good many LSA were initially designed and subsequently tested to higher weights than the 1,320 pounds permitted under present FAA rules. What will happen to these 1,320-pound LSA when higher weight Mosaic LSA come out, some asked? Will these current LSA become obsolete?

I believe they will not, because any LSA you buy today will work just as well under Mosaic. It may not carry as much or have some other attribute, but neither will current LSA cost more as will larger and better equipped Mosaic LSA.

However, many — perhaps a third, maybe half — of all LSA on the market today have actually been constructed and tested to carry somewhat higher weights. Several models come to mind that could operate within ASTM safety margins at 1,600 or 1,700 pounds. A manufacturer would probably need to re-declare* that their existing LSA can handle higher weight but that may be sufficient to win approval for what amounts to a revised Special Airworthiness Certificate. Just like that — at least in theory — a current-day LSA could carry a few hundred more pounds. Are you interested yet?

The “New” GA?

In 1956, the Cessna 172 was introduced with a base price of just $8,995. The government’s CPI (that many believe understates true dollar inflation) says that today, that $9,000 would be around $100,000. Yet a Cessna 172 sells for $400,000 base price. It’s a better airplane in various ways (e.g., better panel instruments) but the basic airframe has hardly changed.

Inflation is on almost everyone’s mind these days …globally, by the way. So let me trot out the old expectation for Light-Sport Aircraft from a couple years before the LSA rule finally emerged.

A leading candidate in 2005 was Flight Design’s CT, which sold for around $60,000, though it was rather sparsely equipped by today’s LSA standards. At the time, that was widely considered an acceptable cost for a new LSA.

Today, dollar inflation makes that figure around $100,000 but that’s before adding glass cockpits, airframe parachutes, and autopilots, much less retractable gear or adjustable props. Leather interiors and fancy paint jobs add more as do major shipping expenses if imported. All these facts help explain why LSA are often $150,000 today and can easily exceed $200.000.

Montaer’s MC01 is one of the LSA that could quickly declare to a higher weight once Mosaic passes. Many other LSA have similar possibilities.

Is this too expensive for most of us? Yes, but…

Used LSA are relieving those costs and the used LSA market is highly active; used models in good shape are snapped up quickly. Kits that can be flown by Sport Pilots can save tens of thousands (via your own labor). And for those on the tightest budgets, some Part 103 ultralights still retail for under $20,000 — a rather amazing fact by itself.

Nonetheless, a certain number of buyers will go for models I’ll call “Mosaic LSA.” For example, a buyer considering a new LSA now could pay $150-175,000 for a well-equipped top brand and after Mosaic comes out, get a new certificate that permits carrying more weight. Others will choose to sell their 2022 LSA for a 2025 Mosaic LSA.

The good news then? Buyers looking for lower purchase prices can choose a late-model used LSA, while early adopters upgrade to the latest and greatest Mosaic LSA.

S u c c e s s !
Measured by Aircraft Sales

By the end of this two-day event (on Friday and Saturday), a few of us estimated about ten aircraft were sold.

That’s ten excited pilots and several vendors that found attending worth their time and expense. We did not canvas all vendors but I’m aware of of a pair of Flight Design F2 sales, one or two Montaer MC01s with 915, and two Fusions, one with a 915 and the other with 912iS. I also understood good sales prospects for BushCat and Aero Adventure, so in all, a solid event.

The weather was about perfect, though breezy both days. DeLand puts on a kind of day-long airshow with skydivers parachuting down almost continuously all the while aircraft are taking off and landing. With no control tower, regular DeLand pilots interact easily with the skydiving operations. It gives Aero Showcase visitors a visual treat numerous times per day.

Planning a Repeat — Not only did organizers feel good about the first-year event, measured by attendee count and airplane sales (the adjacent Gin Mill restaurant reported being “slammed”), the Aero Affinity / Aero Showcase team are already thinking about next year… possibly in January. Shalom Confessor — the Montaer partner in Aero Affinity — said the team would review how this year went, correct errors and repeat successes as they plan for another Aero Showcase next fall. Yet since several asked about DeLand putting on a January event (when Florida is brimming with snowbirds and tourists), the organizing team will ponder this as they review how to improve their inaugural effort.

Was Aero Showcase 2022 a success? Yes, it was! Ask those pilots who chose to buy a new airplane. Their smiles say it all.

ARTICLE LINKS:

* After assuring an aircraft 100% meets ASTM standards, an LSA manufacturer “declares” on an official FAA form signed by an appropriate person in the company that their model has documentation proving the aircraft meets every ASTM standard. FAA has audited many companies to assure compliance but has not repeated that for model changes by manufacturers they consider reliable. To gain more weight after Mosaic becomes a regulation, a manufacturer could evaluate to determine if their design can prove compliance to a higher weight. If justified, they could declare to the higher weight, possibly with no change to the airframe.

Compress Post ...

As I departed DeLand airport on Saturday at the close of Aero Showcase 2022, I recalled multiple conversations with attendees regarding the airplanes on display. Over and over I was asked if one of the displayed aircraft could benefit from a higher weight under Mosaic rules. The short answer, I told them, is yes. A good many LSA were initially designed and subsequently tested to higher weights than the 1,320 pounds permitted under present FAA rules. What will happen to these 1,320-pound LSA when higher weight Mosaic LSA come out, some asked? Will these current LSA become obsolete? I believe they will not, because any LSA you buy today will work just as well under Mosaic. It may not carry as much or have some other attribute, but neither will current LSA cost more as will larger and better equipped Mosaic LSA. However, many — perhaps a third, maybe half — of all LSA on the market today have actually been constructed and tested to carry somewhat higher weights.

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Aero Showcase — Day One: Inaugural Event Starts Well with Sales Logged

By Dan Johnson || 3 Comments

I have long recognized that one of the toughest things a group can do is decide to launch and operate a new event. I think this is probably true outside of aviation as well but it’s certainly tough to do with airshows where weather is one of many factors you need to consider.

Interested pilots check out Flight Design‘s new F2. Representatives wrote two contracts for the model.

With that in mind I would say that Day One of Aero Showcase 2022 — the rebadged and revised version of the five-year-old DeLand Sport Aviation Showcase — should be judged a success.

Coming Together

As I arrived on Friday morning, a weekday and therefore a workday for many, I was pleasantly surprised to see nearly every airplane present had a small cluster of people around it. Organizers benefited from a beautiful day in the mid-70s and the outlook for Saturday is equally good. Weather is forecast in the upper-70s with mostly sunny skies and almost no chance of rain. It should be a nice day for folks to come out and have a look at a bunch of shiny new airplanes and other equipment.

Nearly every aircraft present attracted interested pilots. The new DeLand airport building is seen behind the aircraft. AeroSport and two of their BushCat were right out front.

According to conversations with several vendors, I would estimate that on this first day of a brand new event (even if it is benefiting from following the prior DeLand show) that five airplanes were sold, as verified by the signing of contracts.

Several pilots I spoke to were enthusiastic to see this collection of airplanes. While most came from Florida or neighboring states, at least one man was in town from California to do business with the light aviation group that has developed on the DeLand airport.

Montaer’s Rotax 915-powered MC01 debuted to good interest.

When Aero Affinity decided to continue the DeLand event, they decided to change it up in various ways.

One was to widen it somewhat beyond LSA, and indeed, the exhibits included an Extra aerobatic aircraft and three different models from Tecnam. Tecnam’s people exhibited their P2010 with a diesel engine, their dual-Rotax Twin aircraft that has found a market in flight schools that need to do multi-engine training at more modest cost, and they showed the sleek P2008 LSA in its Mk II configurations. No question, the Italian manufacturer builds a handsome aircraft.

The first aircraft that caught my attention was this eye-catching Magnus Fusion 212.

Aero Showcase is organized by the same individuals behind Aero Affinity. This group represents a collection of different airplanes, of course all exhibiting at the event. They also provide a variety of services include maintenance, instruction, and kit-building assistance. One of the more distinct services offered by Aero Affinity is a resource for manufacturers of designs in other nations to enter the U.S. market. This is especially daunting and as several of the members of Aero Affinity represent imported products, they know the value of the knowledge they had to acquire on their own. This goal may not seem to affect the average pilot but it does help ensure better customer services for a wider variety of brands. I feel the service has merit.

DeLand Airport
Lots of Sport Aviation

The DeLand airport itself is quite the interesting place for folks that have not visited before. Known around the world as a skydiving destination, the activity is supported by something like 35 businesses employing around 600 people. Right away that should give you a flavor of what DeLand airport is like. It also has not one but two restaurants, one of which was immediately adjacent to the display area (saving organizers the need to organize food trucks).

Aero Adventure displayed two theme-painted Aventura aircraft, the powerful two-seat S-17 in the background and this sharp single seater up close.

The location for the Aero Showcase moved across the field from where the prior Sport Aviation Showcase was located and almost everyone agreed it was far more convenient. It also made great use of the impressive building that airport manager John Eiff has brought into existence during his tenure. This handsome facility provided an entry point to the display ramp plus services.

I enjoyed a nice conversation with John where he described his additional plans for the airport facilities and the conversation also brought to mind Mt. Vernon airport manager, Chris Collins. The light aviation industry is very fortunate to have these two fine men operating airports that are so friendly to the activity we love.

I hope you can come out on Saturday.

From the organizers:

Quick Facts and Highlights
for Aero Showcase | DeLand

  • This year is the Showcase 6th edition.
  • Two aircraft manufacturers will unveil new aircraft versions with the new Rotax 915iS engine at the show: the Brazilian Montaer MC01 and the Hungarian Magnus Fusion 212
  • One Light-Sport Magnus Fusion 212 crossed the Atlantic Ocean from Hungary to the U.S. on an eleven-day journey from Budapest to New York, having the final destination the Aero Showcase, DeLand.
  • This year’s Showcase will feature LSA aircraft but also GA or Mosaic LSA candidates. For example, Tecnam will display three aircraft (P2006T, P2008, and P2010). New Technologies start-ups will also display new technologies.
  • The Showcase venue and layout will be adjacent to the brand new Administration Building on a new tarmac ramp and easy parking access.
  • This year Admission and Parking are FREE.
  • Heron Engines from Greece will display their impressive turboprop engine which debuted at Oshkosh this year.

Compress Post ...

I have long recognized that one of the toughest things a group can do is decide to launch and operate a new event. I think this is probably true outside of aviation as well but it’s certainly tough to do with airshows where weather is one of many factors you need to consider. With that in mind I would say that Day One of Aero Showcase 2022 — the rebadged and revised version of the five-year-old DeLand Sport Aviation Showcase — should be judged a success. Coming Together As I arrived on Friday morning, a weekday and therefore a workday for many, I was pleasantly surprised to see nearly every airplane present had a small cluster of people around it. Organizers benefited from a beautiful day in the mid-70s and the outlook for Saturday is equally good. Weather is forecast in the upper-70s with mostly sunny skies and almost no chance of rain.

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First-Ever Montaer MC01 915iS to Debut at Season-Finale Aero Showcase This Weekend

By Dan Johnson || 13 Comments

When I asked “Mosaic LSA?” in the lead image of this article, was I simply being provocative? Or, is the soon-to-be-debuted Montaer MC01 with Rotax 915iS a forecast of what is to come with Mosaic?

Hopefully the title did get your attention but it asks a legitimate question for buyers of new potentially-Mosaic-compliant Light-Sport Aircraft.

The reason I feel this way is not merely the 141-horsepower engine Montaer designer Bruno Oliveira installed on the nose of his three-door LSA (see earlier review, before 915).

A more significant reason is that this airplane is one of several that may be able to re-declare compliance and get a substantial weight increase. It will already have a powerful-enough engine to lift a heavier load.

So, buyers of this airplane (and I repeat, MC01 will not be the only such choice) may be able to acquire a present-day 1,320-pound LSA and later get it bumped to perhaps 1,600-1,700 pounds, maybe more.

This is me, not the designer, making such a prediction but from reviewing their specifications, I know many of these airplanes created for delivery to multiple countries are frequently designed for somewhat higher weight limits — one of the most anticipated changes coming with Mosaic.

Welcome Montaer
Part of the Aero Affinity Group

“After establishing a permanent presence in the USA thru Montaer Aircraft, LLC,” wrote American representative Shalom Confessor, “Brazilian manufacturer, Montaer Aeronaves LTDA, announced the unveiling of its highly-expected, Montaer MC01 with the new Rotax 915iS engine, which provides 141 horsepower to the LSA.”

“Our new model will debut and be on display at the Aero Showcase in DeLand, Florida on the 21st and 22nd of October — THIS weekend! — at DeLand Municipal Airport (KDED),” confirmed Shalom.

“The example to be displayed at Aero Showcase comes with the Premium Package including autopilot and featuring twin, large Garmin G3X Touchscreens with a Garmin G5 in the top-center of the panel for added backup. MC-01 915 comes with the high-end Garmin GMC 507 Auto-Pilot System.

Earlier this year, Montaer announced a 60-aircraft deal (article) with a major Brazilian flight school, including an electric-powered version of the MC01. Targeting the U.S. market, the company is betting on the latest Rotax 915iS engine version.

In the U.S., Montaer has partnered with Aero Affinity Holding, based at the DeLand airport, in order to provide support and training to its customers.

“We have been amazed at the interest the MC01 aircraft sparked among American customers,” noted Shalom. “This caused the company to devote its resources to develop and boost customized production in order to meet the U.S. market requirements by offering premium materials and superb finishing combined with advanced avionics.

For interested customers, Aero Affinity is offering demo flights out of DeLand Municipal Airport. Flights can be scheduled via email or by calling 386-345-AERO (2376). Montaer also has a dedicated website in the USA.

ARTICLE LINKS:

Come Check Out
Aero Showcase 2022
…the Inaugural Event!

This image of Montaer with Rotax 912iS has a different nose cowl than needed with Rotax’s 915iS:

Compress Post ...

When I asked “Mosaic LSA?” in the lead image of this article, was I simply being provocative? Or, is the soon-to-be-debuted Montaer MC01 with Rotax 915iS a forecast of what is to come with Mosaic? Hopefully the title did get your attention but it asks a legitimate question for buyers of new potentially-Mosaic-compliant Light-Sport Aircraft. The reason I feel this way is not merely the 141-horsepower engine Montaer designer Bruno Oliveira installed on the nose of his three-door LSA (see earlier review, before 915). A more significant reason is that this airplane is one of several that may be able to re-declare compliance and get a substantial weight increase. It will already have a powerful-enough engine to lift a heavier load. So, buyers of this airplane (and I repeat, MC01 will not be the only such choice) may be able to acquire a present-day 1,320-pound LSA and later get it bumped to perhaps 1,600-1,700 pounds, maybe more.

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Vickers LSA Seaplane Flew In Spring — By Fall, Wave Tested Its “Sea Legs”

By Dan Johnson || 3 Comments

One of the longest-awaited Light-Sport development projects has been Vickers Aircraft’s Wave, a sophisticated amphibious LSA seaplane. Following the media-drenched Icon A5, Vickers in New Zealand took their time to get Wave right.

Remember, seasons are reversed in the Southern Hemisphere. New Zealand is now emerging from winter (during our summer) and is beginning its warmer climate. The summer months in New Zealand are December, January, and February so the weather is getting nice down under.

One of the explanations for the longer development cycle was that Vickers Aircraft was making a massive effort to reduce part count to aid manufacturing and reduce cost. Wave first announced $189,000 but this will likely come in substantially higher …along with everything else you are buying these days. Similarly, A5 arrived on the market more than ten years ago at $139,000 but has risen to beyond $350,000. Some of that could be due to manufacturing challenges, exactly the reason Paul Vickers insisted on taking the time needed to control expenses.

Wave is preparing to hit the market finally and indeed, they are gently opening their order book. If you act quickly, you might be one of the early adopters of Wave.

It Flew, Now Wave Floats

Flying mere days before Sun ‘n Fun 2022 kicked off, Wave succeeded with its maiden flight. After celebrating a short time, they Vickers team went back to work and began preparing the fuselage for its first water trials.

Water launch to flight is still pending but the down-under LSA seaplane was satisfied with the initial float evaluation.

“We spent the best part of two weeks water testing in the beautiful Waikato, here in New Zealand,” noted main developer and company namesake, Paul Vickers.

“I have been waiting longer than a decade to see the Wave in her natural environment, and she did not disappoint. Not only does she look amazing, but the water handling was also impressive,” Paul added.

“This series of water testing was to check slow-speed maneuverability and buoyancy,” Paul clarified, “in preparation for high-speed taxiing and the first flight off the water.” No date was forecast for these next steps but from prior practice, the company will take the time needed to get ready for those events.

“As interest and excitement continually build for the Wave in anticipation of its 2023 release, we wanted to mark this incredible milestone and are offering two early delivery positions,” the company said. “This offer comes with some incredible benefits.” If interested, please email the company.

Vickers also announced, “We are currently hiring Design Engineers and Composite Technicians.” If this catches your attention, please email the Human Resources department.

ARTICLE LINKS:

 

The following features a short clip from Vickers Aircraft showing initial water testing:

Compress Post ...

One of the longest-awaited Light-Sport development projects has been Vickers Aircraft’s Wave, a sophisticated amphibious LSA seaplane. Following the media-drenched Icon A5, Vickers in New Zealand took their time to get Wave right. Remember, seasons are reversed in the Southern Hemisphere. New Zealand is now emerging from winter (during our summer) and is beginning its warmer climate. The summer months in New Zealand are December, January, and February so the weather is getting nice down under. One of the explanations for the longer development cycle was that Vickers Aircraft was making a massive effort to reduce part count to aid manufacturing and reduce cost. Wave first announced $189,000 but this will likely come in substantially higher …along with everything else you are buying these days. Similarly, A5 arrived on the market more than ten years ago at $139,000 but has risen to beyond $350,000. Some of that could be due to manufacturing challenges, exactly the reason Paul Vickers insisted on taking the time needed to control expenses.

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Zenith Aircraft’s 30th Anniversary Homecoming Extravaganza; Company Leads Sector

By Dan Johnson || 1 Comment

Shortly after the Midwest LSA Expo each year, a nearby company hosts a homecoming for its builders. Maybe you’ve heard of them: Zenith Aircraft? Truth is, the odds are reasonably good that you’ve either built a Zenith kit, contemplated building one, or flew in one.

For years this company has led the segment I’ve dubbed “Sport Pilot kits” — those kits that a builder can fly using Sport Pilot privileges. Lead by Sebastien Heintz, Zenith continues a long stride ahead of other worthy competitors.

Our Tableau Public view of the LSA and Sport Pilot kit marketplace was recently updated through 3Q2022 — thanks to Datastician Extraordinaire, Steve Beste!

While Van’s RV-12 leads for a single model (47 registered so far in 2022), Zenith is the clear leader in this space. For 2022, the Mexico, Missouri-based manufacturer has already almost matched 2020 and 2021, and those were good years. Through nine months of 2022, Zenith has registered 73 aircraft putting the company on pace for 100 new aircraft for the calendar year. Zenith is followed by Rans at 48 and Van’s at 47. Zenith is running 50% ahead of either and has maintained such a strong market position for years.

How Does Zenith Do It?

The company has a lot going for it: reliable, proven designs which the company has carefully broadened into related models; stable management; wide marketing and a significant presence on social media; easy-to-build kits made with high-tech machinery to be identical (so parts fit better); regular airshow hands-on forums that physically helps builders experience the process; and, a customer-service attitude highly valued by its builders.

Val Wested — herself a Zenith builder and pilot — led a “women’s only” workshop, to show women that they too can not only pilot aircraft but also build their own kit aircraft. It clearly went over well.

Yet Zenith has one more Great Big Value: a large community of homebuilders that can consult and assist one another in ways no factory could hope to replicate. While Van’s, Rans, and the other leading kit suppliers also have large numbers of builders that can help, Zenith appears to do particularly well at supporting and stimulating this community.

To wit… Zenith’s Homecoming event each fall at the Mexico, Missouri municipal airport that Zenith calls home base.

Feeding the multitudes at Zenith’s Homecoming 2022.

When Zenith calls the faithful home to Mexico, Missouri each year, they come… and come… and keep on coming. Via air and ground, the kit manufacturer may draw more people and airplanes to the municipal airport field at any one point in time than the Midwest LSA Expo does. It’s an impressive feat for a single brand.

The event is “freestanding,” by which I mean it is its own event, not a part of some other show. Homecoming features exhibitors — including several companies that support the company and its many builders. These exhibitors give talks, answer questions at their space, and help solve problems builders may experience.

Those attending are not all homebuilding veterans. Indeed, many come to learn more before buying their first Zenith kit.

Celebrating 30 Years

Others just come for the camaraderie, to see a lot of flying including STOL contests that are especially interesting given Zenith best-recognized product, the 700-series of Sport Pilot kits, are already STOL. Companies like Viking Aircraft Engines, UL Power, and others make more power available to STOL competitors and a STOL event can become exciting.

Mexico, Missouri’s Hagan Brothers Field is a pastoral setting that is about perfect for airplanes such as Zenith produces.

“Great planes, fantastic people, and good weather,” summarized Zenith! “What a wonderful two days at the 2022 Zenith Aircraft Homecoming / Open Hangar Days and Fly-In! Thank you to all who participated and helped to make this such a memorable event celebrating Zenith Aircraft’s 30th anniversary!”

Planning for Tomorrow

As reported in General Aviation News, “A… big announcement made during this year’s homecoming was the creation of the Zenith Foundation, an educational non-profit organization. The foundation’s mission will be to ‘promote sport aviation and kit aircraft building as an educational endeavor to youth and others who may not typically be able to participate in aviation,’ Heintz notes.”

Alissa Eggenfellner of Viking Aircraft Engines provides a seminar for Zenith homebuilders interested in their Honda-based engines.

GAN added, “[Zenith leader Sebastien Heintz said] the foundation also will be charged with preserving the ‘heritage of historical Zenith aircraft now that we are more than 30 years old.’”

ARTICLE LINKS:

Special thanks to photographers including Clint Gosch for Homecoming 2022 images.

* Zenith is the leading kit manufacturer for a category of aircraft I call “Sport Pilot kits,” defined by aircraft meeting parameters that permit operation by a Sport Pilot with a driver’s license medical. Van’s Aircraft has one entry in this class, the RV-12, so Zenith can lead Van’s in this category. Van’s is the larger overall producer as they supply several kits that operate outside the Sport Pilot space (though some models could qualify after Mosaic is implemented).

Compress Post ...

Shortly after the Midwest LSA Expo each year, a nearby company hosts a homecoming for its builders. Maybe you’ve heard of them: Zenith Aircraft? Truth is, the odds are reasonably good that you’ve either built a Zenith kit, contemplated building one, or flew in one. For years this company has led the segment I’ve dubbed “Sport Pilot kits” — those kits that a builder can fly using Sport Pilot privileges. Lead by Sebastien Heintz, Zenith continues a long stride ahead of other worthy competitors. Our Tableau Public view of the LSA and Sport Pilot kit marketplace was recently updated through 3Q2022 — thanks to Datastician Extraordinaire, Steve Beste! While Van’s RV-12 leads for a single model (47 registered so far in 2022), Zenith is the clear leader in this space. For 2022, the Mexico, Missouri-based manufacturer has already almost matched 2020 and 2021, and those were good years.

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Honoring Two Important Light Aviation Pioneers — Chuck Slusarczyk and John Ballantyne

By Dan Johnson || 5 Comments

UPDATE Note (10/15/22): I urge all readers to take special note of two comments below that greatly add to the respect I intended to show John Ballantyne and Chuck Slusarczyk. I hope you’ll take the time to read both. —DJ

A Tribute… to Two Heroes
of Recreational Aviation

CHUCK SLUSARCZYK — On September 29, 2022, the sport aviation industry lost one of its best-known innovators, Chuck Slusarczyk (“Slew-zar-chick”). He was 81 years old.

Chuck Slusarczyk (1941-2022) sits in CGS Hawk #1 before it was placed into a museum.

A pioneer in both hang glider and ultralight aircraft industries — founder of Chuck’s Glider Supplies which became known as CGS Aviation — Chuck had worked at NASA Lewis in Cleveland, Ohio.

After striking out on his own, he designed numerous hang gliders and, later, the award-winning CGS Hawk.

Chuck was an inaugural inductee into the EAA Ultralight Hall of Fame. His aircraft are on display in three aviation museums including at EAA and Sun ‘n Fun.

His love of aviation was broad, including his hobby of building and competing in regional and national indoor model flying competitions, where he won numerous awards and set national records.

Chuck had a keen sense of humor and was always the life of the party leading sing-a-longs around the campfire playing guitar and harmonica. A dedicated family man, Chuck loved to make up stories and tell jokes. In the light aviation community, he became a legend who will be fondly remembered for a long, long time.

 

 

JOHN BALLANTYNE — On October 4,  one of light aviation’s pivotal leaders, John Ballantyne, passed away. He was 76 years old.

John Ballantyne (1946-2022) flying his Quicksilver Sport. John received numerous honors and awards.

A pioneer of hang gliding, ultralights, and Light-Sport, John was the founding president of the EAA Ultralight Division 1982 and wrote the original FAA recognized ultralight pilot/instructor training program while at AOPA Air Safety Foundation. He was inducted into the EAA Ultralight Hall of Fame in 2010.

John was the founder and past president of the United States Ultralight Association, honored with the John Moody Award for outstanding contribution to ultralight aviation in 1995. Four years later, he was given the highest international microlight award, the Colibri Diploma. Only three other individuals have ever received a Colibri Diploma.

John was a FAA Commercial pilot, CFI Instrument with glider privileges; was a USHGA Master-rated hang glider pilot and instructor; aided the AOPA Air Safety Foundation; and served on the Board of Directors for the National Aeronautic Association for over 10 years.

He is the only individual to have received an FAA Commercial and Flight Instructor certificate by flying a trike (weight-shift control). John’s diplomatic style and warm smile will remain in the minds of many sport flying enthusiasts for many years.

Soar Forever,
Chuck and John

Compress Post ...

UPDATE Note (10/15/22): I urge all readers to take special note of two comments below that greatly add to the respect I intended to show John Ballantyne and Chuck Slusarczyk. I hope you’ll take the time to read both. —DJ A Tribute… to Two Heroes of Recreational Aviation CHUCK SLUSARCZYK — On September 29, 2022, the sport aviation industry lost one of its best-known innovators, Chuck Slusarczyk (“Slew-zar-chick”). He was 81 years old. A pioneer in both hang glider and ultralight aircraft industries — founder of Chuck’s Glider Supplies which became known as CGS Aviation — Chuck had worked at NASA Lewis in Cleveland, Ohio. After striking out on his own, he designed numerous hang gliders and, later, the award-winning CGS Hawk. Chuck was an inaugural inductee into the EAA Ultralight Hall of Fame. His aircraft are on display in three aviation museums including at EAA and Sun ‘n Fun.

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WUFI… A Different Sort of Aviation Event — On October 8 & 9, Thousands of Ultralight Enthusiasts Take to the Sky

By Dan Johnson || 7 Comments

While those of us in Florida hangared our aircraft and hunkered down for Hurricane Ian, elsewhere in the world, many pilots were preparing their airplanes and gearing up for one of the biggest aviation events you’ll never see.

This weekend perhaps thousands of light, sport, recreational aircraft owners will take their ultralights (or other light aircraft) into the sky for a kind of “virtual” airshow, except it isn’t computer simulators. It is only virtual in the sense that nearly all aviators will help create an “airshow” without seeing another aircraft. “Analog” might be a better term than virtual.

The innovative concept makes WUFI (on Facebook) about as different from Oshkosh as you can get yet it generates its own high level of enthusiasm.

Note to recreational pilots: YOU can join the action and be part of the world’s largest airshow …largest by virtue of it being spread all over the planet on one weekend!

Let There Be Light
…Aircraft, That Is

According to the organizers, WUFI, the World Ultralight Fly-In is “a global flying event where recreational pilots of small aircraft across the world all fly as one on the same two days.” Because such aircraft cannot easily gather in large numbers at shows like Oshkosh (especially those in other, far-off countries), WUFI was created.

“The genesis of WUFI dates to 2014 after an impromptu three-way conversation between Koen Van de Kerchhove of Belgium, and Bill Esker and Paul Lindamood of the United States. The initial discussion took place on the Magnificent Men & Their Flying Machines Facebook page which caters to ultralight, open-cockpit and Light-Sport aviation.

Mike Peters reported, “Van de Kerchhove initiated the discussion by saying it would be nice if ‘grassroots’ flyers could all convene and fly together at one venue, similar to an event like Oshkosh for general aviation flyers. Since it’s obvious that small, personal aircraft are limited in range, a different approach was needed. It was during that initial conversation that a creative new idea began to take shape.”

The trio of organizers suggested that a “virtual” fly-in could be very feasible, and even though such an event would not allow aircraft to convene at one place, it would allow pilots all around the globe to take part by sharing the same sky, on the same day. “So in an abstract but very tangible way, a world fly-in was possible,” explained Mike, Administrator of WUFI 2022. “Thus, the World Ultralight Fly-In was born. And the slogan, ‘One Day, One Sky’ was coined.”

“After meeting with Van de Kerchhove in Brussels,” Mike continued, “Esker and his Belgium counterpart hammered out details of the fledgling fly-in. With some research into weather patterns in major countries in both hemispheres, it was decided that an October timeframe was ideal. By late summer of 2015 all technical aspects were mapped out including logistics, promotions, and flight application requirements. Individuals from 13 different countries were designated as ‘group captains,’ and logos, certificates and items such as patches and t-shirts were designed. Then in October, the first WUFI worldwide fly-in was launched. That inaugural year aeronauts from over 44 countries participated with more than 1,200 earning their 2015 WUFI certificate.”

Since 2015 the fly-in has been held every year, with thousands of participants representing all areas of light aviation. In those seven years, numerous articles have been published around the globe highlighting the unique flying event.

“Stories consistently note that WUFI was created for and is still open to light aircraft only because so few ever have the opportunity to participate in a large, conventional fly-in,” Mike observed. “The event has been administered, promoted and orchestrated 100% through Facebook Groups from Day One. Participation and receipt of an official certificate has always been free of charge. The World Ultralight Fly-In is the first and only one of its kind.”

“One sky, where boundaries of country and language disappear, and all pilots are truly equal in their collective love of the majesty and exhilaration of flight,” organizers state.

“Since weather can often make it impossible for some countries to fly on WUFI day,” Mike elaborated, “several years ago we opted to add a second day so that now WUFI is technically ‘Two Days, One Sky.’”

Sidebar Notes

Mike recalled when WUFI attempted to set a Guinness World Book record for a “…mass, coordinated light aircraft multi-country fly-in event.” The WUFI submission ultimately was not accepted due to the specific nature of record attempt requirements. 

Aircraft Types — The most common aircraft are U.S. fixed-wing open-cockpit ultralights followed by weight-shift trikes, powered paragliders, powered parachutes, LSA types, and gyros. “Each year,” Mike added, “a few hang gliders and a few full-scale gliders join the fun. In 2015 we had an ultralight hot-air balloon and in 2018, we had a hot-air blimp.”

Many Countries — “Last year we had pilots from 43 countries,” Mike said, “but we usually have about 46-47.” Organizers believe Covid kept the numbers down the last couple of years but they report large groups of pilots in the Philippines, South Africa and South America fly WUFI every year.

Personal Best —In 2017, one pilot in Arizona flew a hang glider, a powered paraglider, a trike, a fixed wing, and a gyro the same day for WUFI. That sounds like a ball and you can be part of the WUFI virtual/analog fly-in for 2022.

Check your aircraft and get ready! The fun starts this weekend!

ARTICLE LINKS:

Get your own handsome certificate for participation. It’ll look great on your hangar wall.

Compress Post ...

While those of us in Florida hangared our aircraft and hunkered down for Hurricane Ian, elsewhere in the world, many pilots were preparing their airplanes and gearing up for one of the biggest aviation events you’ll never see. This weekend perhaps thousands of light, sport, recreational aircraft owners will take their ultralights (or other light aircraft) into the sky for a kind of “virtual” airshow, except it isn’t computer simulators. It is only virtual in the sense that nearly all aviators will help create an “airshow” without seeing another aircraft. “Analog” might be a better term than virtual. The innovative concept makes WUFI (on Facebook) about as different from Oshkosh as you can get yet it generates its own high level of enthusiasm. Note to recreational pilots: YOU can join the action and be part of the world’s largest airshow …largest by virtue of it being spread all over the planet on one weekend!

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Midwest LSA Expo Wrap-Up — Metrics Reveal the Strength of These “Sector-Specific Shows”

By Dan Johnson || 6 Comments

Sun ‘n Fun does it. EAA AirVenture Oshkosh did it. Why not the smaller, sector-specific shows? Indeed, why not? I refer to reporting of show statistics when the event concludes. In modern vernacular, these are “metrics.”

Appearing in this view to be all-engine, Zlin’s Norden gave several demo flights through the three-day Midwest LSA Expo. The popular “Cubalike” is represented by LSA veteran Bill Canino of SportairUSA.

The likable and longtime manager of the Mt. Vernon, Illinois municipal airport, Chris Collins, has been forwarding some “metrics” from this year’s 14th annual event. Whatever you choose to call the numbers from an event, they provide useful information on how the show performed.

One comment measurement is the number of airplanes sold or the quantity of interested pilots who expressed real interest. Trying to get hard information is like nailing Jello to a wall. We get tidbits and potential but hard facts are hard to assemble. A genuinely interested person ready to make a deal could experience problems right after the event. Some (understandably) need to check with their spouse; that sometimes alters a decision.

Tri-State Kites — maker of the derivative Smithsilver series of very light aircraft — brought a sizable flock to the event as they often do (their base is not far away). They offer many variations and business is “very good, almost too good” right now, said Andy Alldredge.

Still, people like Chris and myself ask the vendors how they are doing. It’s quicker and easier than trying to poll every pilot, plus the vendors have perspective from earlier versions of this show or other aviation trade events.

My guesstimate is that at least ten airplanes were sold as determined by cash changing hands. That’s not appreciably more or less than other Midwest LSA Expos, but this year two data points stand out: (1) sellers reporting many good contacts — virtually every exhibitor agreed —  and (2) the large number of demo flights.

Most vendors appeared to conduct numerous demo flights for interested pilots. I often saw multiple airplanes at any one time preparing to get a new aviator in the seat for a flight. The surrounding area is wide-open and the weather simply invited more flying, every day of the event. (Rain finally did come but not until the end of the final day.)

One extra treat was a good gathering of KR kit builders as they celebrate the 50th anniversary of this well-established design (nearby image).

But Wait, Here’s More…!

“We just completed our wrap up meeting this morning,” reported airport manager, Chris. “We celebrated many highs and noted a few lows. There is always room for improvement.”

Magni USA representative Greg Gremminger was present as he always is for the Midwest LSA Expo. This year, he had several Magni models for visit pilots to examine. As usual, he gave seminars and demo flights to interested pilots. Gyroplanes remain a more affordable sector within light aviation.

As for metrics, Chris noted,  “Visitors from 34 U.S. States attended (map). One gentleman [came] from The Bahamas.”

“We parked 107 itinerant aircraft,” Chris continued. “We had 30 RV spots (with hook-ups to the power grid). Numerous people (including five at their aircraft) camped in tents. Our on-field restaurant (centrally located in the Koziara Terminal) was busy from dawn to well past dusk all three days.”

“The most important metric may be the amount of demo rides given,” Chris acknowledged. “I don’t have official records for this, but as one of the primary air traffic safety monitors I can attest several exhibitors were in the air at least six times each day.  When the exhibitors are conducting demo flights, the Expo is doing what it is designed/supposed to do.  Of course, mother nature has a lot to do with this year’s success as the Expo was blessed with 2.5 days of near perfect flying conditions.”

Chris defined a goal: “The core foundational elements will always be unrestricted demo flights and exhibitor/attendee interaction. We always look forward to taking care of all visitors at Midwest LSA Expo. As was done this year, I am sure we will have a few more ‘freebies’ for everyone in 2023.”

Celebrating the 50th anniversary of the Rand KR series of Kitplanes, a group met at Midwest as they’ve done before, hosting forums and builder assist sessions.

I again caught up with Chris as he and his wife Tricia were on their way to the Illinois Public Airport Aviation Conference in Galena, Illinois up in the northwest corner of this geographically long U.S. state.

“Late this week, I discovered another positive metric about this year’s Expo,” reported Chris. “We sold 600 gallons of mogas at Expo 2022. That’s nearly double our normal sales volume. Now, 600 gallons isn’t a large number when it comes to fuel sales at an airport,” Chris added (a few private jets can buy that much), “but it is significant when providing 6-8 gallons per fueling.”

Exhibitor Eric Bruce, representing the ELA Gyroplanes Eclipse 10 gyroplane, explains the aircraft to interested attendees at Midwest 2022.

One of the beauties of LSA, Sport Pilot kits, and ultralights is how little fuel they use but that is not a big plus for a major metro airport used to selling thousands of gallons of go-juice per month. Yet Chris and his team act like they’re servicing a biz jet with their prompt service by fuel truck to onboard a few gallons per airplane.

Keep ‘Em Flying!

Another metric came compliments of flight-tracking website, FlightAware.com. “That site recorded nearly 40% increase on their arrival/departures data when compared to 2021,” Chris explained.

“The weekend after the Expo, a group of us visited Tri-State Kites,” said Chris. “We ran into several people from across the country that attended both events. Proprietor Andy Alldredge told me he distributed over 150 business cards to interested people at Midwest!” That might not be a big quantity compared to Oshkosh, but at Midwest, vendors generally speak to pilots that are highly interested. With no airshow or warbirds or movie stars, attendees at Mt. Vernon are interested in the aircraft present. Simply, if they come, they’re interested.

logo for Midwest LSA ExpoAfter our exchange, Chris ended with… “This is so fun!” If you know Chris, you can probably visualize the smile on his face as he said that. It makes me smile, too.

See you at Midwest LSA Expo 2023 — the 15th year of the event, when it will tie the Sebring Expo as the longest-running of these sector-specific shows.

ARTICLE LINKS:

Compress Post ...

Sun ‘n Fun does it. EAA AirVenture Oshkosh did it. Why not the smaller, sector-specific shows? Indeed, why not? I refer to reporting of show statistics when the event concludes. In modern vernacular, these are “metrics.” The likable and longtime manager of the Mt. Vernon, Illinois municipal airport, Chris Collins, has been forwarding some “metrics” from this year’s 14th annual event. Whatever you choose to call the numbers from an event, they provide useful information on how the show performed. One comment measurement is the number of airplanes sold or the quantity of interested pilots who expressed real interest. Trying to get hard information is like nailing Jello to a wall. We get tidbits and potential but hard facts are hard to assemble. A genuinely interested person ready to make a deal could experience problems right after the event. Some (understandably) need to check with their spouse; that sometimes alters a decision.

Expand Post ...

Midwest LSA Expo 2022 Presentation — What We Know about FAA’s Mosaic Regulation, with Q&A Session

By Dan Johnson || 15 Comments

I am honored that the room was full to standing room only capacity but even that gratifying turn-out at the Midwest LSA Expo 2022 represents a fraction of pilots keen to learn more about Mosaic. I refer to a forum at the event, a talk that has been well attended since I began attempting to keep up with FAA’s latest moves on the new LSA regulation.

For the majority that could not attend in person, the entire talk is featured below. In particular, I think you may enjoy the Question & Answer portion starting at 32 minutes into the video. See the list of questions below for specific times — in case you know most of this but simply wanted to ask a certain question.

I’ve been predicting for months that if FAA was to stay on schedule — a schedule they set — the agency had to announce Mosaic at Oshkosh 2022. If they did not announce then, FAA would not meet their original Congressionally-imposed deadline of December 31, 2023.

They didn’t announce at AirVenture. So they will not meet the original deadline.

Now what?

Full Presentation Below

As in recent years, I recorded my presentation at Midwest.

This year, I paid extra attention to be sure you could read and understand the slides shown on screen to those in attendance. Yet that means you cannot see my smiling face at all times — though I would consider that a feature, not a bug.

QUESTIONS & ANSWERS
Time log for each question

  • 32:10 — Can logbook endorsements be used to exercise IFR privileges?
  • 34:21 — Can I maintain a legacy aircraft (Ercoupe, Cessna, Piper) as I can a LSA?
  • 35:15 — Can I get a 30-pound weight allowance when changing from fuel to batteries on an ultralight?
  • 38:30 — Will other government authorities match regulations with FAA?
  • 40:39 — Isn’t Mosaic going to upset or change other regulations?
  • 41:42 — Waiting for the new rule before buying an airplane…?
  • 43:02 — Do you see any conflict in FAA regulations (between FAA divisions)?
  • 44:05 — Can Endorsements work for privileges like night flying?
  • 45:48 — Can I use my LSA in furtherance of a business?
  • 46:21 — What about current LSA that can handle higher weight?
  • 47:33 — Is stall speed going to change?
  • 47:58 — Is stall calculated by formula?
  • 49:29 — Question regarding aviation medicals and keeping your privilege?
  • 50:46 — Do insurance companies care about the aviation medical (since so few accidents are attributed to medical problems)?

I hope you find the questions and answers of interest… perhaps ones you would have asked one had you been present.

Please Comment

If you don’t see your question answered, try entering it as a comment to this article. I’ll do my best to reply if I have a response, but be patient.

I hope any others with more or better knowledge than I have might also contribute.

Please, though… no FAA bashing or coarse language!

THANKS!

LSA branch manager John Stoll carries on a tradition of FAA giving industry leaders and ASTM standards writers an update on regulations, safety, and other matters of interest. John is a pilot and kit builder.

Compress Post ...

I am honored that the room was full to standing room only capacity but even that gratifying turn-out at the Midwest LSA Expo 2022 represents a fraction of pilots keen to learn more about Mosaic. I refer to a forum at the event, a talk that has been well attended since I began attempting to keep up with FAA’s latest moves on the new LSA regulation. For the majority that could not attend in person, the entire talk is featured below. In particular, I think you may enjoy the Question & Answer portion starting at 32 minutes into the video. See the list of questions below for specific times — in case you know most of this but simply wanted to ask a certain question. I’ve been predicting for months that if FAA was to stay on schedule — a schedule they set — the agency had to announce Mosaic at Oshkosh 2022.

Expand Post ...

Midwest LSA Expo; Day 3 — Flying Orlican’s M-8 Eagle… a Perfect Flight School LSA?

By Dan Johnson || 13 Comments

Problem: The fleet of aircraft trainers in the USA is getting old. The familiar, reliable standard is the Cessna 172. While these are being made brand new, their base cost has risen to half a million dollars. Meanwhile, much more affordable vintage 172s normally have dated instrument panels and the airframe often looks well-worn. Built in the last decade or so, nearly all LSA have fully digital cockpits among other modern features. [Update 9/15/22 — see new info regarding trim. —DJ]

With their goal of getting a good pilot job, flight students that visit schools today want to pursue their training in something more contemporary. They definitely need experience with digital avionics as that’s what they’ll encounter in a professional cockpit.

“LSA are the future of flight instruction [airplanes],” stated Chip Griewahn. Before he sold the business, he operated a very successful flight school in the Savannah, Georgia area called Fly Corps Aviation. He continues a role helping the new owner and advising them about training aircraft and other matters.

In recent years, Chip reported that he examined and flew many LSA and finally found exactly what he was looking for when he came across Orlican’s M-8 Eagle. I went aloft with this talented pilot to see how the new model compares.

Describing M-8 Eagle

Orlican’s M-8 Eagle seems made for pilots seeking a general aviation-like familiarity. With that goal, this is one of the best executions I’ve seen. Such a statement is tough because quite a few other LSA are close on Eagle’s tail. Indeed, many other airplanes have a much longer history to go along with their desirable features.

M-8 Eagle is actually a second-generation aircraft. Engineering talent left Aeropilot for Orlican and created an enhanced version of the L600 Americans have seen (known as Legend in Europe and elsewhere).

Although new to the market, one cannot deny that engineers at Orlican have created, developed, and begun to produce an airplane that may prove very competitive in the like-a-GA-airplane space.

First, general appearances — Anyone paying attention is probably already aware that this aircraft bears a striking resemblance to a very successful GA airplane: Cessna 182 Skylane. One clear giveaway of the resemblance is when you view it from the aft where a 182 has a full-width rear window that sets it apart from the two-pane 172 rear window. Of course, windows are not what’s important but this is a clear visual confirmation that M-8 Eagle is an 80%-scale version of a 182.

A giant difference between the two: price. Orlican’s M-8 Eagle is around $150,000 where a new Cessna 182 is $600,000 base price. Four times as much is a big difference but, to be fair, this is somewhat apples and oranges. A 182 carries more, flies 145 knots on 230 horsepower, and seats four. M-8 Eagle does not. Both feature fully-digital cockpits — used 182s rarely do.

Yet M-8 Eagle’s interior may be even higher quality and it’s definitely more spacious; Eagle’s cockpit is almost four inches wider than 182 although a Skylane boasts two aft seats that Eagle lacks (at least under present LSA regulations).

Construction — Further unlike the 182, M-8 Eagle uses a carbon fiber airframe. This permits smooth curves and no rivets to disturb airflow over the surfaces. Of course, carbon fiber is valued for its great combination of strength and light weight. A three-blade, ground-adjustable Woodcomp Propulse propeller features carbon fiber blades.

Our test M-8 Eagle had a Dynon HDX installed with autopilot and central panel controls duplicating those available via software buttons. Two small analog instrument back up the electronics. An analog inclinometer may help students more easily see how their control coordination is developing.

A four-position fuel selector has a smart design that will not let you push the start button until the fuel selector is moved from the off position. You can select left or right, which may be useful, because fully-loaded with fuel M-8 Eagle can carry 34 gallons.

Flight Controls — M-8 Eagle offers dual yoke controls and dual rudder pedals, however this particular unit had the standard central dual-wheel hand-brake lever. It was quite effective and may be preferred for many individual buyers. For flight schools training students to fly professional aircraft, dual toe brakes are an option.

In this Eagle, a central control console houses the brake lever with a parking feature relying on a hydraulic valve lock. At the center base of the main panel, you find a vernier throttle plus choke. Below the throttle are the flap buttons and switches for fuel pump and landing light. Flap buttons and the switches are all colorfully lit to easily see their state of function.

Trim — While M-8 Eagle is excellent in most choices, trim is a weak point. This particular Eagle only had trim on the left yoke and the electric elevator trim control was far too touchy. A mere bump of the switch easily resulted in more trim than desired.

Update… Since the Midwest LSA Expo, Chip employed capabilities of the Dynon HDX to route the trim control through the instrument so that its sensitivity could be adjusted in a dynamic way. Now, as Eagle flies faster, trim sensitivity has been reduced. This is a savvy way to use digital instrumentation to solve a problem.

Flaps – Contrasted with the trim, flaps could not be easier. Hit a button, check its glowing light and return to flight controls. It is beautifully executed and works well. The preset positions result in extension to 15, 30, and 40 degrees. They can be moved to any other position after assuring you are within flap extension speed.

Interior — M-8 Eagle has better seats than a Cessna 182. I don’t speak to comfort — both are quite good — but to Eagle’s ability to fold its seats completely flat so that an adult male could fully stretch out in the airplane. This could allow air ambulance operations in an Eagle (where permitted).

Eagle had sewn leather seats and the interior is completely finished to a high quality. No wires or cables are visible. Seat are length and height adjustable and you can move the seats fore and aft while sitting in them. Seats also have a head rest. Four-point seat belts were provided.

Exterior — Gas spring doors open wide for easy entry. They close gently and latch securely fore and aft, Eagle has lockable doors on both sides.

The nose wheel its fully steerable and response to pedal movement is crisp and effective.

M-8 Eagle has aerodynamic carbon fiber wheelpants and wingstrut covers. Tie down rings are provided on both wings and at the rear of the fuselage. A towbar is provided for maneuvering on the ground.

Flying M-8 Eagle

Handling — Pilots familiar with yokes (most of you) should feel instantly comfortable. A center mounter vernier throttle allows pilots like Chip and others to accelerate smoothly by twisting the throttle steadily. By the time it was fully open, M-8 Eagle was ready to fly and off we went, climbing out beyond 1,000 feet per minute. En route climb was better than 700 feet per minute.

Eagle was extraordinarily well behaved in turns. It took almost no stick or rudder movement to go around in circles even at a 45-degree bank angle.

I almost never used the trim, for two reasons. Most importantly, Eagle coordinates well and has light enough controls that it simply doesn’t require much trim. However, as mentioned above, trim as presently implemented is too quick to be useful without practice. The left-yoke-mounted switch took the a merest poke of the button to move and that was often more than I sought. It was tricky to use. This was one of the few complaints I could muster for this new model.

Performance — One measure of performance is fuel burn. In these days of $6-9 per gallon avgas and considering a 182 consumes about three times as much fuel, M-8 Eagle will prove far less costly to operate than a 182. Chip adds that maintenance should also be much less costly each year.

As we performed slow flight and checked cruise speed, the flaps were easily operated. Four buttons located on the center console permit one-touch flap extension or retraction. M-8 flew slowly at 45 knots — not even close to stall — with lateral control slowed but effective. At near full throttle, M-8 Eagle averaged 105-110 knots at a low altitude (2-3,000 feet AGL on a warm day).

Eagle will burn 3-5 gallons per hour, where a 182 will burn more than 10 gallons an hour. At today’s prices, that is a substantial difference, one that is very important to an active flight school.

M-8 Eagle with the carbureted 100 horsepower Rotax 912 ULS will roll about 490 feet, about half what it takes a Skylane to break away from terra firma.

Stability and Safety — A full regimen of stalls — departure, approach, accelerated in each direction — showed M-8 Eagle is superb as stalls required almost no pilot input for recovery and did not tend to fall to either wing or break abruptly. In fact, it is so benign, some might say it won’t teach a student (of course, a good instructor will make sure of that lesson).

Every stall we tried, including mine where I went more suddenly into a low power approach-type stall, resulted in the most gentle of nose drops and a quick return to non-stalled flight.

Only one stall, an accelerated stall to the right, broke somewhat more abruptly but in every other trial it was impossible to make Eagle behave badly.

In every case, stall brought the airspeed indicator down into the 30s. I witnessed stall breaks — if you can call them such; stalls break very gently — at 33-37 knots. Students and experienced pilots will enjoy Eagle’s slow-speed capability.

Although Chip did not select it for his flight school M-8 Eagle, a whole-airframe ballistic recovery system is available; such “rescue systems” are required in Germany so most European brands have worked out installation.

When I went aloft with Chip, I quick realized I was on board with a thoroughly professional instructor. Since he investigated many LSA quite carefully and chose M-8 Eagle for his flight school, it shows this second-generation entry is ready to fly! I can practically guarantee a smile will follow.

ARTICLE LINKS:

TECHNICAL SPECIFICATIONS
Orlican M8 Eagle
all figures supplied by the manufacturer

  • Wing Span — 29.8 feet (9 meters)
  • Wing Area — 116 square feet (10.7 square meters)
  • Length — 23 feet (7 meters)
  • Height — 8.7 feet (2.65 meters)
  • Horizontal Tail Width — 9 feet (2.8 meters)
  • Empty Weight, base — 728 pounds (330 kilograms)
  • Maximum Take-off Weight — 1,320 pounds (600 kilograms)
  • Useful Load — 592 pounds (269 kilograms)
  • Fuel capacity — 34 gallons / 204 pounds (93 kilograms)
  • Payload with Full Fuel — 388 pounds (176 kilograms)
  • Payload at 17 gallons of fuel* — 490 pounds (222 kilograms)
  • Endurance with Full Fuel — 8.5 hours
  • Takeoff Roll — 490 feet (150 meters)
  • Range with Full Fuel — 900 nautical miles (1450 kilometers)
  • Climb Rate  — 1,200 feet per minute (6 meters per second)
  • Stall Speed with Flaps — 29 knots (53 kilometers per hour)
  • Max Cruise Speed — 120 knots (222 kilometers per hour)
  • Common Cruise Speed — 110 knots (204 kilometers per hour)
  • Landing Roll — 490 feet (150 meters)
  • Luggage Capacity — 66 pounds (30 kilograms)
  • Cabin Width — 45.8 inches (1.16 meters)

* Enough for at least two one-hour flight lessons with generous reserve

Compress Post ...

Problem: The fleet of aircraft trainers in the USA is getting old. The familiar, reliable standard is the Cessna 172. While these are being made brand new, their base cost has risen to half a million dollars. Meanwhile, much more affordable vintage 172s normally have dated instrument panels and the airframe often looks well-worn. Built in the last decade or so, nearly all LSA have fully digital cockpits among other modern features. [Update 9/15/22 — see new info regarding trim. —DJ] With their goal of getting a good pilot job, flight students that visit schools today want to pursue their training in something more contemporary. They definitely need experience with digital avionics as that’s what they’ll encounter in a professional cockpit. “LSA are the future of flight instruction [airplanes],” stated Chip Griewahn. Before he sold the business, he operated a very successful flight school in the Savannah, Georgia area called Fly Corps Aviation.

Expand Post ...

Midwest LSA Expo; Day 2 — DAR’s Solo Is An Affordable and Modern Part 103 Ultralight

By Dan Johnson || 1 Comment

Some kind of remarkable thing happened here in Mt. Vernon, Illinois where the Midwest LSA Expo is taking place. Out of the 30 or 40 airplanes on display, no less than three of them are what I’ll call “next generation” Part 103 ultralight entries.

It would be amazing to see three new ones of any sort, but all three of these are modern. They all use contemporary materials yet they have all been shown to qualify for FAA’s simplest regulation.

The three are Chip Erwin’s Merlin Lite, the AVI Swan I wrote about yesterday, and today’s subject: AeroplanesDAR’s Solo. All three are impressive and all three break away from the common Part 103 ultralight using “tube and gusset” construction

Two years ago I reported on the Merlin Lite and the pace of its innovative development has quickened. Chip’s popular entry will soon enter into a new production agreement so the airplanes will be assembled here in the USA by a longtime reliable expert. I’ll have more on that when the operation begins.

AeroplanesDAR

AeroplanesDAR is a ultralight airplane manufacturer based in Sofia, Bulgaria (a few hundred miles straight north of Athens, Greece) for almost two decades. The company is “older than Boeing,” but in 1995 it was taken over by Tony Ilieff, who had a new vision for where the company could go.

“DAR Solo is a single seat, single engine, high wing ultralight sport aircraft,” Tony said. “The aircraft is based on mixed construction: aluminum wings and composite airframe. New advanced technologies have been introduced and the result is a remarkable aircraft of extra low weight and good flight performance.”

AeroplanesDAR calls their system “Sheet Management software” which describes a CNC machine method to fabricate aluminum sheet parts for manufacturing. Versions of this approach are widely used by many big corporations but in recent years the technology has become accessible to small aircraft producers to efficiently design and produce aluminum sheet parts and components. “As a result, assembling elements, like wings and tail surfaces, is easy,” said Tony.

“All composite parts in DAR Solo are made using carbon, aramid, and fiberglass in vacuum molds with controlled temperature,” noted AeroplanesDAR.

Such composite technology allows integrating different parts into one. For example, the central beam on Solo and its vertical stabilizer have been combined into one element. The main landing gear is built from fiberglass using a new 2-stage vacuum system.

Originally, Tony said DAR Solo was designed to be sold as an airplane kit. “That’s why the airfoil shape and manufacturing assembly have been carefully chosen and modified to be easily handled by customers. Thanks to modern engineering, Solo can be assembled on a regular workshop table. Kit customers receive all important parts ready for final assembly. Such features are required for a product that will be sold as kit set intended for private manual assembly.”

Now In America

In the USA, representative Kyle Hunsaker does not plan to sell kits as a fully assembled DAR Solo is priced at $27,500 and that is with an emergency airframe parachute. No great savings are possible by assembling a kit when the retail price is this low. Yes, I know “affordable” means something different to every person but in this day, $27,500 is a bargain for a construction like this.

In addition to the new representative in the USA, AeroplaneDAR has established dealers in various countries. “We are placed in different parts of the world through our friends and representatives: United States, UK, Austria, Germany, Russia, Australia and Brazil,” wrote AeroplanesDAR.

The company has earned government approval in countries beside their home base in Bulgaria. In addition to meeting FAA’s regulation, DAR Solo has won German approval for that country’s 120 Kilogram Class (also honored in other EU countries), the Russian market, which has a 115 kilogram rule, and countries such as Korea. China has a similar rule and all these national programs are roughly similar to FAR Part 103.

Kyle Hunsaker was interviewed for a video that will emerge soon. He is based in northeastern Ohio.

Kyle has not yet flown his aircraft although he has started taxi testing it once he got it assembled and carefully checked over. He is taking a measured approach to his operation of Solo.

However, Kyle said that the factory had already put a couple of hours of flying on his machine in Bulgaria before they disassembled it for shipment to the United States. The aircraft has been flown for a number of years in Europe where it has developed an enthusiastic following.

For many pilots who are seeking affordable aviation, the Midwest LSA Expo has shined a bright light on at least three new possibilities that are both interesting and fairly economic.

I recorded a video interview with Kyle and will try to upload it to YouTube as soon as editing can be completed. Meanwhile, Kyle’s contact info appears below.

ARTICLE LINKS:

TECHNICAL SPECIFICATIONS
Aeroplanes DAR Solo
All information provided by the manufacturer’s representative

  • Overall Length — 15.6 feet
  • Overall Height — 8 feet
  • Wing Span — 27 feet
  • Wing Area — 93 square feet
  • Empty Weight — 274 pounds (including airframe parachute, so 278 pounds are permitted)
  • Maximum Takeoff Weight — 540 pounds
  • Maximum Loading — +4 / –2 G
  • Crosswind Maximum — 11 miles per hour
  • Takeoff Roll — 400 feet
  • Rate of Climb — 780 feet
  • Cruise Speed — 58 mph
  • Maximum Speed — 63 miles per hour
  • Stall Speed — 27 mph
  • Fuel Capacity — 3.3 gallons
  • Fuel Consumption — 0.65 gallons per hour (level flight)
  • Endurance — 2.1 hours
  • Engine — Polini Thor 303
  • Power Output — 38 horsepower
  • Propeller Diameter and Pitch — 63 inches at 12 degrees

Compress Post ...

Some kind of remarkable thing happened here in Mt. Vernon, Illinois where the Midwest LSA Expo is taking place. Out of the 30 or 40 airplanes on display, no less than three of them are what I’ll call “next generation” Part 103 ultralight entries. It would be amazing to see three new ones of any sort, but all three of these are modern. They all use contemporary materials yet they have all been shown to qualify for FAA’s simplest regulation. The three are Chip Erwin’s Merlin Lite, the AVI Swan I wrote about yesterday, and today’s subject: AeroplanesDAR’s Solo. All three are impressive and all three break away from the common Part 103 ultralight using “tube and gusset” construction Two years ago I reported on the Merlin Lite and the pace of its innovative development has quickened. Chip’s popular entry will soon enter into a new production agreement so the airplanes will be assembled here in the USA by a longtime reliable expert.

Expand Post ...

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