Luscombes and Champs
with a New Lease on Life
Pilots of the world, meet American know-how building American airframes powered by American powerplants. This month, we offer not one but two such airplanes, the Luscombe Silvaire LSA-8, and the American Champion Aircraft Champ.
These flying machines offer not only homeland availability but homeland pricing as well. Neither is subject to constant price increases from a soaring euro, and when Europe finalizes acceptance of ASTM
standards (see “Europe, EASA, and Light-Sport Aircraft” page 36), these planes may be a compelling purchase for Europeans. An LSA-8 or Champ might seem downright cheap in Europe (approximately 55,000 euros plus shipping). Globalization works in both directions!
Two-thirds of the approximately 1,270 airplanes in today’s current light-sport aircraft (LSA) fleet (as of April
2008) were built overseas, but recent entries by American companies joining the LSA parade could change those numbers. At times of rising LSA import prices and skyrocketing
fuel costs, these are two affordable aircraft Americans ought to consider.
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RANS S-19; Ready for the World
The Second SLSA from RANS
RANS Inc. continues to be a significant player in the homebuilt
aircraft market as one of the nation’s largest kit airframe
producers. In the last two years, Randy Schlitter, RANS’ designer
and CEO, added manufactured, ready-to-fly special
light-sport aircraft (S-LSA) to his enterprise; the S-7LS is
presently in production, and it will be joined by the S-19LS
in 2008. The good news for EAA members interested in building
one is that the new S-19 is also available in kit form.
Manufacturing completely built aircraft under ASTM
International standards is a diff erent work eff ort than kit
manufacturing under amateur-built standards. Even so,
several industry experts agree that RANS is a good candidate
to succeed at such a multi-tasking eff ort. (Randy and
his team already simultaneously run two companies, one
for airplanes and another for recumbent bicycles.)
RANS hopes to have the S-19LS manufactured model in
production by fall 2008, for those who want to buy and fly.
Relaunch of the Mermaid; Enter Wet Aero Inc.
Some LSA enthusiasts know of a struggle between Czech Aircraft Works and an investor group called Slavia Capital. The latter has been aggressive in their attempts to take over CZAW…unsuccessfully, thanks to the bulldog tenacity of American founder, Chip Erwin. Despite the battle, while CZAW has done well with their SportCruiser in 2008, climbing to the #8 position in overall registrations. Yet something had to give; CZAW’s amphibious Mermaid never entered production. *** Now Mermaid is returning to the market under the name Wet Aero, Inc., though you know proprietor Danny Defelici as the U.S. partner to CZAW. While the SportCruiser builder fends off the aggressor, Defelici said, “I felt it was necessary to get [Mermaid] into production.” Wet Aero has set up its own facility in Kunovice (near CZAW) in the eastern Czech Republic to manufacture the flying boat’s major aluminum sections.
Remember the Cumulus Motorglider? It’s Flying!
In the 1990s I tried my hand at developing an airplane. While that business venture didn’t make me a millionaire, it provided a valuable lesson about what it takes to stay in the light-sport airplane business. Later, I realized the project needed someone who understood building techniques better than I did. That man was Dave Ekstrom and he ultimately took over my design, the Cumulus, a motorglider. He calls his business Ultralight Soaring Aviation LLC .
In the world of soaring, a motorglider is an expensive flying machine, making it not so different than high-end LSA that cost $130,000 or more. But Ekstrom comes from the world of homebuilts and he knew he could produce a kit for a lot less if buyers were willing to pull a few rivets (about 300 total hours are needed).
One of the 21 Cumulus builders is Andre Girard of Ottawa, Canada, who kindly provided Dave with the photos you see (five Cumulus kits are now airborne).
Cumulus
Authorship Note: Although most pilot reports on ByDanJohnson are…well, by Dan Johnson, this one is not. Our great friend, Dave Higdon, created this flight review and we appreciate his willingness to let us portray it.
The article represents the Cumulus originally made by the first US Aviation, whereas today, the kit is being supplied by Ultralight Soaring Aviation LLC. [Nov. 2008]
Sailplanes, hang gliders and motorgliders suffer in “demonstration mode.” They can’t do what rivets the attention of the crowds: roaring takeoff runs that transition into steep best-angle climbs to pattern altitude before crossing the runway’s departure end.
Published in Light Sport and Ultralight Flying
True American Champ
Are you uncertain about the certification used for
LSA? Do you find imported S-LSA too expensive?
Are you struggling to accept an engine such as
Rotax, with its liquid cooling, 5500 max rpm range, and
gear-driven prop?
If you ask yourself these questions, you could choose
the Luscombe featured in this article or select the newest
entry from American Champion Aircraft, the Champ, which
sells for under $90,000, or $100,000 nicely equipped.
Like the LSA-8, the Champ is a familiar aircraft certificated under traditional federal aviation regulations.
Luscombe can boast of meeting CAR4a but, technically, it’s
certificated under ASTM standards.
As with the Luscombe, a Continental O-200 powers the
Champ. For some, this is enough to suggest a purchase. One
shortcoming is that the Champ has limited useful load, given
its empty weight of 920 pounds. Unlike an S-LSA approved under
ASTM standards (such as the LSA-8), the Champ can weigh
more than 890 pounds because American Champion continues
to build its LSA-like airplane under Part 23 certification.
Free Straight & Level Button for Sting S3 Owners
Recently I visited Cirrus Design. I saw progress on the Cirrus Vision jet and the new Garmin Perspective panel for the SR22. Both aircraft are full of high-end avionics. *** Down here in the world of Light-Sport Aircraft, we have far less costly choices for flat-screen avionic displays (panels in the Vision or SR22 literally cost more than an entire LSA). Yet the data each set of instruments uses is identical. LSA are also often equipped with autopilots…again, far less expensively compared to the certified units GA builders install. *** Recently SportairUSA announced their new “Straight & Level” button. If you find yourself in the soup unexpectedly, the pilot or passenger can push one button causing the autopilot to take over by guiding the airplane while the occupants assess their next move. It’s a brilliant idea to give pilots a breather. “The Straight and Level system is a significant advance in flight safety for Sting owners,” says Bill Canino, operator of SportairUSA, “That’s why we are providing it at no additional cost on all of ourTruTrak EFIS/autopilot equipped Stings.” The SL button even turns the autopilot on if it was off…a mighty smart airplane at a fraction of the cost of similarly equipped GA airplanes.
“New Wave” LSA, Part 1 — Terrafugia Transition
Recently, I visited three brand-new LSA developments. All are American. All are propelled by young engineers and enthusiasts. All are remarkably sophisticated. All companies have been successful at raising funds. And, perhaps most notably, all projects were started specifically because of the emergence of the Light-Sport Aircraft rule. *** All three are emphatically not reconfigured European microlights or vintage American designs…not that I have any objection to such aircraft. I am simply encouraged by fresh new designs from fresh young faces. Aviation needs that! *** My first example (others soon) is the Terrafugia Transition. Called a “roadable aircraft” rather than a “flying car,” Terrafuguia does what others have done but in a new, far more practical way. Compared to the Transition, Molt Taylor’s Aerocar is so last century. Transition folds its wings without leaving the cockpit. The company has produced a professional video that explains the concept and the award winning people behind it.
Bilsam Sky Cruiser Wins SLSA (#84)
They still sneak by…under the radar. Welcome to Sky Cruiser, which won approval before Oshkosh. As the LSA industry heads toward its #100 SLSA approval — perhaps by the April 2009 fourth-year anniversary date since the first approval — welcome to #84 (previously reported #85). *** Built by Bilsam Aviation in Poland, the Sky Cruiser is represented in the U.S. by Joe Carswell’s Light Wing Sport Aircraft. His company also sells Allegro and X-Air plus Titan kit-built aircraft, all of which occupy the lower price range of Light-Sport Aircraft. Based in Morganton NC, Light Wing provides flight training at Clyde Valley Airport. *** To top out their line of modestly priced LSA, the Carolina company imports the Sky Cruiser. Plenty of technology details or specs can be found on the Bilsam website but the highlights are: Cruise 108 knots with a 100-hp Rotax 912 swinging a 3-blade carbon prop; stall 40 knots; climb 1,050 fpm; gross weight 1,298 pounds; empty weight 704-770 pounds, depending on equipment selected, which can include an optional factory installed parachute; 26-gallon fuel capacity yielding a 600 mile range; and a broad 48-inch wide cabin.
Remos Aircraft Announces New GX Model
Among many new aircraft shown at Oshkosh, one long-anticipated model was the updated Remos GX. The German company has moved steadily up the market share ranking of Special Light-Sport Aircraft using the earlier G-3 model designed in the 1990s. Following a major engineering effort, GX was shown to American buyers at the Wisconsin event. I was fortunate to fly the new model and found it has light and pleasant handling with several new features. *** Most notably, the wing has changed from the fabric covered version to a composite exterior that will likely be appreciated by customers including flight schools. The outer span is now tapered and the wing section is thinner, helping GX run close to the maximum speed allowed under LSA rules. GX, which is 100% built in Germany, retained the wing folding that attracts many buyers. Directional stability was enhanced by a longer “strake” or dorsal fin leading to the vertical stabilizer.
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