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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Ending 2021 — Beginning 2022… What’s Behind and What’s Ahead?

By Dan Johnson || 3 Comments

With the DeLand Showcase 2021 ended, we have officially wrapped up the airshow season for 2021.

In retrospect, 2021 improved on surprisingly good results for 2020. Pilots are buying and flying — great! — while producers are maintaining or growing; both are good outcomes we can celebrate.

While much of America and the world were topsy turvy over the pandemic and the sweeping mandates placed on individuals and businesses, Light-Sport Aircraft fared reasonably well. Translation: sales held roughly steady despite Covid fear and talk of FAA regulation change hanging in the air.

The Sport Pilot kit market and Part 103 ultralights had nothing short of a banner year …and all that was 2020!

Vashon’s Ranger continues to add customers, some of whom have applied fancy decal art to their fuselages.

In 2021, the recreational flying community experienced an ongoing positive trend, but we can happily add into the mix a successful restart to the airshow calendar, lead by our friends at Sun ‘n Fun. From spring through fall, SnF was followed by AirVenture — both stronger than many expected after 2020’s enterprise-threatening cancellations. Read more about Sun ‘n Fun and AirVenture 2021.

Then came the Midwest LSA Expo and DeLand 2021. Pilots bought aircraft and sellers maintained their businesses. Given these successes amidst the turmoil of the last two years, I see a bright outlook even as the regulation juggernaut rushes onward.

It was indeed great to return to enthusiasm at airshows. Yet following a difficult clawback from 2020 losses, some changes were inevitable.

John “Lites” Leenhouts is retiring after a busy decade of leadership of Sun ‘n Fun.

Saying “Thanks!” and “So Long” — One notable announcement as the year closes. Sun ‘n Fun boss John “Lites” Leenhouts announced his retirement from the Lakeland show and its thriving educational campus. John lead his team to hold everything together over the last twenty months of upheaval and during his tenure built the enterprise impressively.

While offering my thanks to Lites for his service, the team he assembled and nurtured will carry on fine, I’m sure.

Sun ‘n Fun reported, “Since arriving in August 2011, Lites led the Sun ‘n Fun team from an extremely challenging fiscal situation into a position of financial strength for the first time in over 30 years. Lites has continued to pour millions into capital improvements on the Sun ‘n Fun Aerospace Expo Campus, created a world-class event venue attracting dozens of multiday events annually, built the world’s largest high school flying club, and consistently increased attendance at the annual Sun ‘n Fun Aerospace Expo.”

Talk about going out on top! Fittingly, “Sun ‘n Fun 2021 became the biggest and best in its 47-year history,” the organization reported.

By the Numbers

Regular readers (thank you!) know I have been reporting the industry is performing quite well for pilots. New airplanes continue to arrive. Popular models are being produced and delivered.

Most importantly, pilots probably increased their flying activity over the last couple years… very different to much of society, which has been cautious about pursuing their normal activities.

Titan’s T-51 Mustang (video) replica taxies for a demo flight at DeLand Showcase 2021.

Some of you enjoy following market trends and here’s some info you might find interesting. For 2021, GAMA’s 9-month numbers suggest that the general aviation industry worldwide will deliver somewhere more than 2,200 aircraft. This includes piston, turbine, and jets. Many of these have a work purpose.

Single engine piston (SEP) general aviation aircraft can be projected to deliver a few more than 1,100 aircraft worldwide (of which, about 765 or two-thirds of all SEPs will be delivered in the USA). General aviation Single Engine Piston aircraft are the closest comparison to Light-Sport Aircraft and Sport Pilot kit aircraft.

How does this contrast to the recreational aircraft market reported on this website? (Data lovers should visit our Tableau Public tally of U.S. registrations for the most up-to-date and most reliable information about LSA and Sport Pilot kits.)

SilverLight Aviation has creatively installed Rotax’s 915iS in their AR-1 gyroplane.

With GAMA’s numbers in mind and using some very privileged information I obtained over summer 2021, I project the recreational market will deliver about a third more units than GA SEPs, again worldwide. Based on information I received, I am reasonably confident that LSA and SP kit aircraft shipments worldwide will hit about 1,500 aircraft in 2021. Extrapolating from the private data I was given to include all production of recreational aircraft, I estimate more than 2,000 aircraft will be delivered globally in 2021.

Overall, this means the LSA and Sport Pilot kit market will easily exceed GA single engine pistons delivered around the world, but of course, the much higher average selling price of GA airplanes means total revenues generated by GA SEP deliveries are far larger than LSA and SP kit sales. Many recreational Aircraft are quite affordable, where the average selling price of a new GA single engine piston is greater than $500,000.

Christmas Gift?

It may be too early for this kind of thing, and I don’t typically go very far into gift suggestions. I know most of you visit ByDanJohnson.com to read nuts-and-bolts information and airplane flight qualities, but many pilots have those dark, cloudy days of winter ahead when flying our recreational aircraft is less predictable.

So… how about a good book?

I am reading “Sky Stories” by a good friend in the publishing game, Dave Unwin. You know his name because he has authored several interesting articles for this website. I always look forward to reading his lively prose.

In “Sky Stories,” Dave offers 25 chapters, most of which are 4 to 10 pages… in other words, very easy reading. Combine fascinating topic matter — to pilots, anyway — with Dave’s enjoyable, British-accented way with words, sprinkled liberally with his keen humor and I believe you could find this book as fascinating as I did.

A few of the articles are about aircraft I will never fly: a B-17 for example. However, many of the airplanes Dave describes in “Sky Stories” are airplanes in the affordable aviation segment. He’s a versatile writer and an accomplished pilot whose material spans broad airplane topic areas. He’s also been and continues to be published in numerous aviation magazines and is certainly one of the leading lights in aviation journalism.

Check out more of Dave Unwin’s work.

Find “Sky Stories” on Amazon ($11.99 paperback or $4.82 Kindle in mid-November 2021) or, contact Dave directly at Pigs Might Fly Publishing.

When temperatures drop and the snow swirls, you’ll be able to comfortably drift off into the pleasant skies of Dave Unwin. I had fun reading it and I bet you will as well.

More nuts-and-bolt aircraft reports will follow; keep clicking or tapping back here!

Compress Post ...

With the DeLand Showcase 2021 ended, we have officially wrapped up the airshow season for 2021. In retrospect, 2021 improved on surprisingly good results for 2020. Pilots are buying and flying — great! — while producers are maintaining or growing; both are good outcomes we can celebrate. While much of America and the world were topsy turvy over the pandemic and the sweeping mandates placed on individuals and businesses, Light-Sport Aircraft fared reasonably well. Translation: sales held roughly steady despite Covid fear and talk of FAA regulation change hanging in the air. The Sport Pilot kit market and Part 103 ultralights had nothing short of a banner year …and all that was 2020! In 2021, the recreational flying community experienced an ongoing positive trend, but we can happily add into the mix a successful restart to the airshow calendar, lead by our friends at Sun ‘n Fun. From spring through fall, SnF was followed by AirVenture — both stronger than many expected after 2020’s enterprise-threatening cancellations.

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FAA’s MOSAIC Regulation for LSA and More — Here’s the Latest End-of-2021 Update

By Dan Johnson || 33 Comments

At the season-ending DeLand Showcase 2021, I gave a keynote address on Saturday attended by airplane owners and sellers.

Since the video below is only 35 minutes, this one can get you up-to-date quicker than the other, hour-long videos I’ve done on this important topic.

Every time I post about this subject, interest has been very strong, so going over the material again is worthwhile. At the end you’ll hear questions from the audience that are the same as I hear over and again — training questions, inquiries about speed increases, and questions about whether a Sport Pilot can fly general aviation airplanes.

Let’s Review…

Below you will see an information-packed slide that was shown as part of a presentation from FAA. The slide is only one of several FAA presented but this one has so much detail that it is worth reviewing again. Discussing this slide before the group at DeLand, I pointed out a few things in the video, such as:

  • Will LSA gain additional capabilities such as weight, speed, capacity, extra seats, retractable gear, in-flight adjustable props and more? Which of the new aircraft will Sport Pilots be allowed to fly? Answers are hinted but another division inside FAA called Flight Standards will decide.
  • “Rotorcraft” will be included. This suggests gyroplanes — finally to be approved as fully-built aircraft — but the term rotorcraft can imply accommodations for helicopters, too.
  • Aircraft that have received weight exemptions should no longer have to rely on exemptions. Those increased weights may now be incorporated into the regulation so the exemptions (intended as a short-term fix) can be ended.
  • New powerplant options will arrive in concert with the capabilities mentioned above.
  • A homebuilt sector with “greater range” is expected and with that a formalization of the professional build center concept that has been ongoing for some time.
  • The Big One — All these changes are subject to a mantra: Keep Light-Sport Aircraft “light and docile.” What does that mean, exactly? In the video I touched on this several times. FAA wants industry and the flying community to define this. That means extra work for ASTM volunteers but permits us, the recreational flying community, to make decisions.

I’m pleased about much of what FAA proposes. These things have a way of changing in unexpected directions but since I’ve been listening to these rule writers for several years, I’ve gained confidence that most of the changes will be well received by pilots and manufacturers alike.

A Caution — Everything stated in the video or in these articles is subject to further interpretation and change. Until the Notice of Proposed Rule Making (NPRM) is released — I’m betting this will happen at AirVenture 2022 — everything here is “informed speculation.” Follow the conversation, yes, but expect changes.

Now… let’s get right to the video…

In the talk I often referred to the “training problem” and “LODAs,” or Letters of Deviation Authority. For more on this subject, have a look at this article with video created by my advocacy partner, Roy Beisswenger, or this earlier report as the problem emerged.

Compress Post ...

At the season-ending DeLand Showcase 2021, I gave a keynote address on Saturday attended by airplane owners and sellers. This is a slightly more condensed version of the talk I gave at the Midwest LSA Expo. Even if you’ve seen that video — part of this article, or seen on Dave Loveman’s YouTube channel — this one covers the material in a different way. Since the video below is only 35 minutes, this one can get you up-to-date quicker than the other, hour-long videos I’ve done on this important topic. Every time I post about this subject, interest has been very strong, so going over the material again is worthwhile. At the end you’ll hear questions from the audience that are the same as I hear over and again — training questions, inquiries about speed increases, and questions about whether a Sport Pilot can fly general aviation airplanes.

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Ion Aircraft Takes Off — Twin-Boom Tail Tandem, Light-Sport Aircraft or Experimental

By Dan Johnson || 6 Comments

A few years back at EAA AirVenture Oshkosh, I discovered a good-looking design but I did not see it each year. When I talked to developer Steve Martin, the project appeared interesting but it was not complete (at that time). The next year, I’d look for Ion Aircraft and might not find them.

Such is the nature of developing a small aircraft. Most aircraft buyers have little idea about the million and one things that must come together to create a design.

Once the aircraft has proven itself, the challenge starts anew to put a completed model into production. Usually financing becomes an obstacle to clear. I’ve faced this scenario myself — with a motorglider called Cumulus back in the 1990s — so I can confirm this is no easy task.

Nonetheless, I was pleased to receive a notice that Ion found a buyer for the project, a venture capital company at that. This will not be a mom-and-pop-funded project.

Ion and Gaea Capital

“Gaea Capital [is pleased to] announce the completion of the acquisition of Ion Aircraft Corporation,” the company wrote.

Located near the University of California San Diego, the capital company is involved with other projects including business jets and eVTOLs plus medical and financial products. Since the acquisition is recent, it is premature to describe where and how Gaea will produce the aircraft.

Tim Apgar wrote, “Ion Aircraft LLC, which has been for sale since November 2020, was recently acquired by venture-capital investor Gaea Capital on September 10, 2021. Hopefully, this will enable Ion to finalize the design and enable marketing of their LSA product after many years of development.”

After the acquisition, Tim updated his earlier communications, “The Ion Aircraft website has been restored — it had been disabled during the acquisition process — and [has been] totally reworked with Gaea branding.”

He added, enthusiastically, “They appear to be serious about (finally) bringing the Ion LSA into the market.”

The original developers expressed, “With simplistic flight characteristics, great visibility, and a sophisticated glass cockpit outfitted with Garmin avionics, the Ion 100 powered by Rotax 912 boasts a slow landing speed and a lenient stall. These characteristics make it a flight training and sightseeing flight favorite ideally suited for pilots and it’s perfectly designed to help you soar.”

Ion Aircraft
TECHNICAL SPECIFICATIONS
all specifications provided by the manufacturer

  • Length — 24 feet (7.32 meters)
  • Wingspan — 32 feet 6 inches (9.91 meters)
  • Height — 6 feet 5 inches (1.96 meters)
  • Fuel Capacity — 120 pounds (54 kilograms)
  • Useful Load — 552 pounds (251 kilograms)
  • Powerplant — Rotax 912ULS
  • Propeller — 3-blade Warp Drive carbon fiber pusher
  • Maximum Cruise Speed — 132 knots or 152 miles per hour (244 kilometers per hour) at 75% power*
  • Stall Speed (best flaps) — 37 knots or 43 miles per hour (69 kilometers per hour)
  • G Limits — +4.4 –2.2
  • Rate of Climb (maximum at sea level) — 1,610 feet per minute (8.2 meters per second)
  • Take-off Run — 500 feet (153 meters)
  • Takeoff Ground Roll —  500 feet (153 meters)

* This cruise speed is presently only permitted on Experimental Ion aircraft, which the developers expected to supply.

At AirVenture 2012, I spoke with Steve Martin (not the comedian) about Ion. He hoped to get the aircraft available as a home-built kit by 2013 but things took longer.

This view of an Ion taking off shows retractable gear for present-day EABs or possibly future LSA.

Compress Post ...

A few years back at EAA AirVenture Oshkosh, I discovered a good-looking design but I did not see it each year. When I talked to developer Steve Martin, the project appeared interesting but it was not complete (at that time). The next year, I’d look for Ion Aircraft and might not find them. Such is the nature of developing a small aircraft. Most aircraft buyers have little idea about the million and one things that must come together to create a design. Once the aircraft has proven itself, the challenge starts anew to put a completed model into production. Usually financing becomes an obstacle to clear. I’ve faced this scenario myself — with a motorglider called Cumulus back in the 1990s — so I can confirm this is no easy task. Nonetheless, I was pleased to receive a notice that Ion found a buyer for the project, a venture capital company at that.

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Big Producer of Small Engines — Rotax Reaches a Major Production Benchmark

By Dan Johnson || 2 Comments

Two decades into the new millennia, few aviation companies can claim impressive growth. In two decades, one company that everyone now recognizes as a climber is Cirrus Design and their successful SR-series of general aviation aircraft.

Back in 1998 many pilots were doubtful about Cirrus.

I was close to the company during these years. Over and over I heard statements such as: “They’ll never complete the design.” “They’ll never get FAA to approve it (especially with that parachute on board).” “They’ll never raise the money to produce it.” “They’ll never get production to a profitable level.” “They’ll never develop beyond a single model.” Those doubters were wrong on all counts.

Only a few years earlier, in 1992, Americans got their first glimpse of the 9-series Rotax engine. At the time, many aviation mechanics dismissed it as “…just a snowmobile engine.” They also turned out to be wrong.

Starting with their lightweight, advanced-technology, liquid-cooled, 80-horsepower engine, Rotax developed a line of powerplants and went on to dominate the light aircraft aircraft market globally. As with those Cirrus naysayers, many skeptics of Rotax also had to take back their words.

Big and Bigger

Most pilots are very aware BRP-Rotax is a big company with many products. Aircraft engines — the assembly of which remains a prized job within the Austrian company — make up a modest part of this sprawling industrial operation. The aviation division benefits greatly from its association with the larger enterprise.

Rotax powers all kinds of recreational vehicles and recently announced, “We are celebrating a milestone: 10 million engines.”

Pilots are aware 10 million engines goes far beyond aviation. One of the most popular aircraft in history, the Cessna 172, saw production of 44,000 units. The new millennia success story, Cirrus, delivered around 8,000 units.

Check this list to see a lengthy compilation of world aircraft, representing somewhat more than one million units in all of aviation history. Wikipedia’s list doesn’t even try to capture the aircraft most of us fly; adding them would add thousands more.

Nonetheless, the sum of all aircraft ever built would still total less than two million units.

To put that figure in perspective, a single model of automobile can build that many units in a couple years. Volkswagen alone has built more than 20 million Beetles. Ford has shipped more than 35 million F-series pickup trucks. Toyota has delivered more than 50 million Corollas.

Our World of Engines

When Rotax can celebrate 10 million engines produced, all pilots know these are mostly for other vehicles yet the family of engines certainly includes aviation and Rotax is rightly proud of their achievements lifting airplanes into sky.

BRP President and CEO José Boisjoli invited guests of honor from the parent company plus Rotax employees to celebrate this success.

At the factory in Gunskirchen,  Austria on November 2, 2021, BRP-Rotax looked back on a long success story. “Through our high-performance powertrains for the power-sports sector, [we have] firmly established [our engines] at the top of the world market. We are now pleased to celebrate a special milestone: On October 28, the 10 millionth engine was produced in Gunskirchen.” This particular anniversary production was a Rotax 900 ACE Turbo 150, the power in  Ski-Doo and Lynx snowmobiles.

Gunskirchen assembly employees joined guests from BRP-Rotax’s Canadian parent company as Boisjoli thanked the team in his speech, congratulating them on their dedication. Major company officials attending the celebration in Upper Austria on behalf of BRP were Thomas Uhr, Senior Vice-President Product Engineering and Manufacturing Operations Powersports, Anne Le Breton, Senior Vice-President Human Resources, Eric Lebel, Vice-President Human Resources and Minh Thanh Tran, Vice-President Corporate Strategy & Development and Global Transformation.

Of particular interest to aviation enthusiasts — More than 175,000 Rotax aircraft engines have been sold since 1973. Of this number, 50,000 were four-stroke engines from the well-known 912/914 series. All Rotax aircraft engines are approved for operation with Ethanol 10, Mogas and Avgas.

What comes next? Rotax keeps new developments close to their vest, but if the last 48 years have taught us anything, it is that Rotax continues to create new powerplants, always staying at the cutting edge of new technologies. It seems clear this will continue.

Congratulations to our friends at Rotax! Thanks for helping us get and stay aloft all these years.

Learn more about Rotax’s experience with Aircraft Engine Manager, Marc Becker…

Compress Post ...

Two decades into the new millennia, few aviation companies can claim impressive growth. In two decades, one company that everyone now recognizes as a climber is Cirrus Design and their successful SR-series of general aviation aircraft. Back in 1998 many pilots were doubtful about Cirrus. I was close to the company during these years. Over and over I heard statements such as: “They’ll never complete the design.” “They’ll never get FAA to approve it (especially with that parachute on board).” “They’ll never raise the money to produce it.” “They’ll never get production to a profitable level.” “They’ll never develop beyond a single model.” Those doubters were wrong on all counts. Only a few years earlier, in 1992, Americans got their first glimpse of the 9-series Rotax engine. At the time, many aviation mechanics dismissed it as “…just a snowmobile engine.” They also turned out to be wrong. Starting with their lightweight, advanced-technology, liquid-cooled, 80-horsepower engine, Rotax developed a line of powerplants and went on to dominate the light aircraft aircraft market globally.

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Brazil’s Montaer MC01 Rises to a Need: Hand Controls to Let All Pilots Fly

By Dan Johnson || 14 Comments

Over many years, many people have done solid work to accommodate people who are physically challenged in one way or another. That’s great! More opportunities to bring in motivated pilots is worthwhile.

Yet designers have been hampered from making such changes, partly as they are burdened by a certification system that is simply too rigid to make the effort of approval worth it for small numbers of specially-equipped aircraft.

Cars, hotel rooms, curb construction, building ramps, smartphones, and more …all accommodate persons with disabilities. That’s wonderful, however…

All those arrangements that make life easier for someone in a wheelchair must nonetheless cope with strenuous regulatory demands. Cars, hotels, and smartphones are created by vastly larger enterprises with staff to handle regulatory burdens.

In the more intimate world of recreational aviation, the industry is composed of much smaller enterprises. A lighter regulatory hand (using ASTM standards instead of full FAA certification) allows easier airframe customization for specific purposes — such as hand control fittings and linkages — and this system allows changes on a dramatically faster schedule.

It may be tough to abide by many pages of rules yet some developers have made special efforts for pilots that lack the use of their legs.

I’ve already covered Magnaghi’s slickly-achieved hand control SkyArrow among other aircraft fitted with hand controls: the G1 STOL, Flight Design’s CT (seen in this article about Able Flight), a B.O.T. entry, even a powered parachute. Now, welcome the newest to accommodate pilots with special needs.

Montaer’s MC01
Fitted with Hand Controls

As the nearby photos show, Montaer Aeronaves has quite an eye for finish work and their adaptation of hand controls reflects this attention to detail. This is one man’s ambition mated to particularly useful prior experience.

Founded in 2013 in Bahia, Brazil by aeronautical designer Bruno de Oliveira, Montaer developed MC01 as a fresh Light-Sport Aircraft based on the Paradise aircraft family. A high-wing, all-metal design, most who examined the new LSA at Sun ‘n Fun 2021 zeroed in on the superior finish and obvious craftsmanship. In particular, check the smooth finish of MC01’s metal wings.

The Brazilian design features a welded-steel passenger safety cell, an all-aluminum airframe built with solid metal rivets (more time consuming than pop rivets and more highly regarded by some), dual control yokes instead of joysticks, and a beautifully appointed interior.

When Bruno created a hand control, he integrated it as smoothly as everything else on MC01 (check all the pictures to see for yourself). The handle accommodates throttle movements (fore-and-aft) and rudder/nosewheel movements by twisting.

MC01’s enormous aft compartment and third door are further reasons why the Montaer proved compelling for one buyer.
Montaer won FAA acceptance as a Special LSA in 2019, and in 2021 established a presence at DeLand airport in central Florida, becoming affiliated with the active group at Aero Adventure.

Recently Bruno wrote, “I am so happy to announce this delivery. We got the handicapped-adapted airplane registered to its new owner, Gary Hansen of Wisconsin.” He added that prior U.S. representative Ed Ricks helped assemble Gary’s MC01.

“This means one more Montaer flying in USA, Bruno continued. “I am manufacturing a third MC01 airplane to ship, this one with a Rotax 915iS installed. He said he plans to show this aircraft at Sun ‘n Fun 2022.

Like so many international visitors, Bruno was unable to attend the 2021 Lakeland event. Alex Rolinski‘s team at Aero Adventure worked with Shalom de Confessor of Seamax USA to assist Bruno for an American product launch that he could not personally attend due to Covid restrictions. The two seaplane sellers also collaborate on other activities.

Alex added his congratulations, “USA has another Montaer MC01 aircraft flying today, a bold project adapted for a physically handicapped person. A few months after submitting the project to FAA, we achieved acceptance so the aircraft can be released to its customer. We are sure Gary will be very happy with his machine.”

What I ask readers to remember is that fitting an aircraft with hand controls is somewhat a labor of love. Bruno will probably never sell enough hand-control MC01s to pay for development expenses, but keeping another pilot in the air is a powerful reward.

I applaud Bruno and those other designers for offering hand controls to pilots that need such controls.

BRAVO!

Come along for a flight in MC01 with Alex Rolinski and me flying out of my home airport (7FL6)…

Compress Post ...

Over many years, many people have done solid work to accommodate people who are physically challenged in one way or another. That’s great! More opportunities to bring in motivated pilots is worthwhile. Yet designers have been hampered from making such changes, partly as they are burdened by a certification system that is simply too rigid to make the effort of approval worth it for small numbers of specially-equipped aircraft. Cars, hotel rooms, curb construction, building ramps, smartphones, and more …all accommodate persons with disabilities. That’s wonderful, however… All those arrangements that make life easier for someone in a wheelchair must nonetheless cope with strenuous regulatory demands. Cars, hotels, and smartphones are created by vastly larger enterprises with staff to handle regulatory burdens. In the more intimate world of recreational aviation, the industry is composed of much smaller enterprises. A lighter regulatory hand (using ASTM standards instead of full FAA certification) allows easier airframe customization for specific purposes — such as hand control fittings and linkages — and this system allows changes on a dramatically faster schedule.

Expand Post ...

SW-51 is Shipping Quick-Build Kits — Create Your Ultimate Mustang with Incredible Detail

By Dan Johnson || 12 Comments

North American’s World War II-era P-51 Mustang has consistently won polls of pilots asking to identify their favorite aircraft.

You may love your LSA or Sport Pilot kit or an ultralight aircraft, but nearly all pilots occasionally dream of owning — or at least flying — a P-51 Mustang.

Let’s face it. You probably can’t afford to buy one and it’s almost certain you don’t have the budget to maintain it and fly it. The fuel bill alone for an hour’s flying will make you gasp.

So, what do you do if you have a Walter Mitty-esque urge to own and fly a P-51 but you don’t have a couple million laying around unused?

Why not build your own?

When It Looks This Good!

You can follow my previous reporting of this superlative development in other articles:

As you see from the timeline above, it has taken a while for the twists and turns of development to unravel themselves. Now ScaleWings appears to be firing on all cylinders. Recently, ScaleWings announced they starting shipping Quick Build kits (see nearby image).

Does it take so long to get such an aircraft ready? Well, yes, for at least two reasons.

First, a more complex design takes longer to go through concept, creation, alteration, testing, and gaining approval from authorities. After all that, the company can start building but this is also when the investment needs to be highest.

SW-51 began life as the FK-51. Alert readers will recognize that “FK” refers to FK Lightplanes, a German design company lead by Peter Funk. For years, Peter manufactured popular designs such as FK-9 that sold hundreds of units. Peter developed other designs including the biplane aerobatic Comet, the sleek Polaris LeMans, and several wonderful vintage recreations. His interest was in the creation and development of designs, though; Peter was less enamored of the manufacturing side of the business, so he turned to others.

A man named Rolland Hallam launched into building a series of the FK designs. It seemed to go well for a while and at Aero Friedrichshafen a decade ago, he created a sensation by introducing the amazing creation of the highly-energetic Hans Schoeller.

FK, working with ScaleWings as a consultant, hoped to build one a week starting as early as 2015. It never happened. Whatever the challenges Rolland faced, they proved insurmountable. Production of all FK airplanes slowed to a crawl. FK-51 went dark.

After Rolland bowed out, Hans joined up with younger entrepreneur Christian von Kessel, who found money and facilities and vowed to bring the now renamed SW-51 to market. That took time, but Christian kept after his goal.

SW-51 conducted a successful maiden flight and passed other technical benchmarks. Then Christian and Hans set about putting SW-51 into production. This is not a small project but they are now excited to announce they are shipping kits.

Quick(er) Build Kit

In October 2021, Sebastian Glueck, formerly with TQ avionics observed, “After TQ reduced their efforts to become a market player in the U.S. — and after the Corona pandemic interrupted many activities —  I joined ScaleWings and we are pushing to bring this one-of-a-kind kit to the market.”

Christian and Sebastian recently sent news about ScaleWings Aircraft launching shipments of a “Quick-Build Kit” of the SW-51 Mustang.

Calling it “the world’s most accurate P-51 Mustang replica at 70% scale,” a standard SW-51 kit — with MTOW of 750 kilograms or 1,654 pounds — includes “the complete all-carbon body parts, control elements, seats, and the electrically driven retractable landing gear.”

The company describes SW-51’s unique feature: “more than 100,000 details (rivets, screws, etc.) of the original P-51 Mustang are faithfully worked into the carbon surfaces of the delivered kit, creating a near-perfect reincarnation of the legendary icon.”

“This is beyond any previous kit execution in the market,” said Christian and Sebastian. I’m inclined to agree for the singular fact of SW-51’s incredibly authentic mimicking of the World War II original.

According to ScaleWings, the standard SW-51 kit includes:

  • Fuselage
  • Center wing
  • Outer wings
  • Stabilizer
  • Control surfaces and system
  • Electrical retractable landing gear
  • Seats (leather, front and back)
  • Fuel system (two 13-gallon wing tanks)

Optional additional equipment includes a complete firewall forward kit including Rotax 915iS and MT-4-blade-Propeller. SW-51’s avionics kit includes a choice of Dynon HDX or Garmin G3X.

So… can you afford this beauty? Nautrally, that depends on your individual budget. Kit prices reflect the work involved in fabricating parts.

In their “Launch Edition,” Standard Kits start at €119,000 (about $138,000). The Standard Kit and optional packages can be ordered now at the ScaleWings website.

ScaleWings is a German-based aircraft design and manufacturing company. The enterprise runs its own production plant in the renowned “Aviation Valley” in Southeast Poland where SW-51 Mustangs are built by a workforce of 30 full-time employees in a 25,000 square foot facility. ScaleWings reports having a current production output of twelve aircraft per year.

Walter Mitty only dreamed about doing marvelous things. If you are a builder or can work with others to create your own SW-51, you can leave the dreaming behind and take your own ’51 aloft. How cool would that be?!

See ScaleWings brilliant SW-51 “in context” in this recreation of World War II aviation — good aircraft views and interesting scenes. Keep up with ScaleWings’ YouTube channel…

Compress Post ...

North American’s World War II-era P-51 Mustang has consistently won polls of pilots asking to identify their favorite aircraft. You may love your LSA or Sport Pilot kit or an ultralight aircraft, but nearly all pilots occasionally dream of owning — or at least flying — a P-51 Mustang. Let’s face it. You probably can’t afford to buy one and it’s almost certain you don’t have the budget to maintain it and fly it. The fuel bill alone for an hour’s flying will make you gasp. So, what do you do if you have a Walter Mitty-esque urge to own and fly a P-51 but you don’t have a couple million laying around unused? Why not build your own? When It Looks This Good! You can follow my previous reporting of this superlative development in other articles: SW-51 Production Model First Flight (2021) SW-51 Kit Introduced (2019) SW-51 ScaleWings Takes Over (2018) SW-51 Makes Maiden Flight (2014) As you see from the timeline above, it has taken a while for the twists and turns of development to unravel themselves.

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Affordable and Familiar — Well-Established Excalibur Continues to Please Customers

By Dan Johnson || 9 Comments

Video Updated 10/25/21 — See at bottom for a video recorded at Sun ‘n Fun 2021… —DJ

Ever in search of recreational aircraft pilots can afford, I had a closer look at Excalibur’s display at Sun ‘n Fun 2021.

I’ll excuse you for thinking this is a Quad City Challenger. It’s not.

I’ll also excuse you if you never saw this aircraft before. Developer Tom Karr has been building Excalibur for 25 years, nonetheless, Sun ‘n Fun 2021 was his first time displaying at the season-starting event.

Excalibur’s Edge

Developer Tom Karr (in hat) speaks to a prospective customer at Sun ‘n Fun 2021.

In his effort to differentiate his Excalibur kit aircraft from similar looking models, Tom made numerous changes, for example: He uses all push-pull tubes to control surfaces, not cables. The tandem seater has a “wide-body” cockpit that should fit more Americans. Shock cord suspension and a spring-loaded nosewheel make for soft, well-supported landings. Instead of flaperons, Tom uses discreet flaps. Excalibur’s engine — any of several choices — are mounted upright.

Big wide doors and a low side rail height make entry to Excalibur easy.

Better clearance  from the engine mounted higher allows a 68-inch prop. Although they cost a little more, Excalibur uses streamlined struts.

Perhaps most importantly, Tom said Excalibur has an “unblemished safety record.” With hundreds of Excaliburs shipped, a good track record speaks to a reliable design. The first one was delivered in 1997.

Kit manufacturers do not apply for the aircraft registration so they often have to determine their flying fleet by other means. Readers can investigate further with our complete list of registered light aircraft using Tableau Public. (This valuable tool is often used by business people and enthusiasts. It features every SLSA, ELSA, and kit aircraft with FAA-issued N-numbers that Sport Pilots may fly. The list is kept up-to-date by our Datastician Supreme, Steve Beste).

FAA Approved Kit

With that many Excalibur kits shipped, you could guess that many of them made it into the air because build time is quoted at only 150 hours. No critical dwelling is required; the factory takes care of all the precision tasks.

It can go quickly. “You can build and cover a wing in a day,” Tom gave as an example, although time to accomplish tasks will depend on prior experience and mechanical aptitude.

Excalibur is listed on FAA’s 51% approved list, Tom assured, meaning that the low build time has been through the FAA Kit Evaluation Team’s multi-page checklist to assure the owner does truly build 51% of the kit as per current regulation. For those less certain of their skills, builder-assist centers are allowed now and this idea is set to develop further as FAA’s issues its in-the-works Mosaic rule by the start of 2024.

Excalibur can also carry a good load. Tom said it has a 600 useful  load capacity. With the standard 10 gallons of fuel, that leaves a whopping 540 pounds for occupants and gear. Fuel capacity can be optional increased to 28 gallons.

Those occupants can get in and out easier thanks to lower side rails on the 2021 model. When doors are used they are wide and allow easier-than-common entry to either tandem seat.

Shock-cord gear suspension involves 24 wraps of “aviation-grade elastic” that Tom said can absorb quite a load while dampening impact loads from transmitting to the airframe. Getting back up is also easy. “Excalibur exhibits excellent STOL characteristics,” said Tom, “with solo take-offs in 96 feet!”

Excalibur’s price at Sun ‘n Fun 2021 was quoted at $33,700 for a complete and flyable airplane but before paint and instruments. If you use analog gauges — or an iPad paired to devices like Levil’s B.O.M., or the Wing Bug — and if you hire out painting as many owners prefer, the total price should still stay well under $40,000. That means roughly the average price of a new car today, making Excalibur a very good bargain that qualifies as “affordable” for many buyers.

Yes, Excalibur Looks Familiar

Do you look at Excalibur and see a Challenger from Quad City Ultralights? Yes, similarities certainly exist but Tom Karr assures you that they are much different. Of course, this is common in aviation. Look how many varieties followed Dean Wilson’s first Avid Flyer… which led to Kitfox, Aeropro, ApolloFox, and other variations on the theme.

As Tom suggests about Excalibur, all those Avid Flyer variations claimed to have differences… “improvements” their developers prefer to call them.

Here’s how Excalibur differs, according to the manufacturer.

Check the link out for greater detail, but here are the highlights:

  • Our engine is right side up, their’s is upside down.
  • We can use a larger 68-inch prop. The largest prop they swing is 60 inches. We use Hirth’s own gearbox that has no side-loading. Challengers commonly use an aftermarket belt drive.
  • Our engine sits right in the airstream and gets lots of air to run cooler. Challenger’s hangs down behind the fuselage where the airflow is more restricted to the engine since the fuselage is in the way.
  • We have the Excalibur Shock-Cord™ landing gear, not a rigid system like theirs.
  • We have a larger vertical stabilizer.
  • We have a larger rudder.
  • We have shorter ailerons with the same responsiveness — 8 feet versus their 15-foot ailerons.
  • We have a torque tube flight control system, utilizing push-pull rods. They use cables and pulleys.
  • We feature aircraft grade streamlined aluminum struts.
  • We have a smaller nosecone for better forward visibility.
  • We have widened the backseat so both passengers have the same degree of comfort.
  • We have stretched the fuselage from the back seat forward to give both passengers the same amount of leg room, and it helps maintain center of gravity.

Here is the new video recorded at Sun ‘n Fun 2021. The previous video used remains available below.

While we waited for editing to be completed on our Sun ‘n Fun 2021 video interview with Tom Karr, we presented this one from Sebring 2015.

Compress Post ...

Video Updated 10/25/21 — See at bottom for a video recorded at Sun ‘n Fun 2021… —DJ Ever in search of recreational aircraft pilots can afford, I had a closer look at Excalibur’s display at Sun ‘n Fun 2021. I’ll excuse you for thinking this is a Quad City Challenger. It’s not. I’ll also excuse you if you never saw this aircraft before. Developer Tom Karr has been building Excalibur for 25 years, nonetheless, Sun ‘n Fun 2021 was his first time displaying at the season-starting event. Excalibur’s Edge In his effort to differentiate his Excalibur kit aircraft from similar looking models, Tom made numerous changes, for example: He uses all push-pull tubes to control surfaces, not cables. The tandem seater has a “wide-body” cockpit that should fit more Americans. Shock cord suspension and a spring-loaded nosewheel make for soft, well-supported landings. Instead of flaperons, Tom uses discreet flaps.

Expand Post ...

Let’s Get High… Really High, OK? Exploring the “Upper Atmosphere” in a Pipistrel Motorglider

By Dan Johnson || 9 Comments

Probably like a lot of you, I enjoy different kinds of flying but if asked to state one favorite, it’s an easy question to answer.

I’m a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I’m still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It’s mesmerizing to observe the ground fall away as you are propelled higher and higher.

You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions. However, for those entranced by manipulating wisps of air to rise upward, a machine like Pipistrel’s Sinus is a thing of beauty.

Though awkwardly named, to English speakers at least, Sinus boasts long and slender but very hard-working wings that permit this SLSA motorglider to glide 27:1, giving the ability to reach more than 10 miles from only 2,000 feet above ground (assuming no lift or sink). Even if you don’t care about soaring, a glide path that flat can get you to a safe landing in many more situations.

Want to learn more? Let’s take a sample soaring flight. Even better, let’s investigate wave soaring.

Riding the Wave

Some years back I flew with Pipistrel dealer, Robert Mudd, to more than 17,000 feet. Conditions would have allowed us to soar even higher but at Flight Level 180, you enter Class A airspace and we were not prepared for that. Lift was abundant, though, so we had to go find sinking air to stay out of controlled space.

You can read my full pilot report on Sinus; most information remains relevant but some specs and all pricing has changed. Check for Pipistrel dealers for current prices and for used aircraft availability.

Robert continues to be a soaring enthusiast, hailing from New Mexico. He relates the following story about flying a wave near Albuquerque. If you aren’t sure what wave is, read on.

Knowing about waves can help you better negotiate mountain flying.

Roger wrote, “A local glider pilot, John Wahl, has been forecasting mountain wave for the Moriarty, New Mexico area but never getting much real feedback as to the accuracy of his predictions.” Mountain waves form when moving air rises over mountainous terrain. As the air rushes up the slope, layers above repeat the lift. Upper air is pushed aloft by the lower atmosphere climbing a mountain’s windward side*. See nearby diagram and learn more about wave soaring.

Robert continues, “In late October 2021, he forecast wave for a Saturday so I borrowed Hugh Bivin’s Sinus, N21PX, and took John along to see if the wave would be as forecast. We had his plots of where it should start and end geographically. We had oxygen, a data logger, warm clothes, and a sense of adventure.

“We took off about 10:15 AM and climbed west-northwest under Rotax power. Our home field elevation is 6,200 feet.

“The orientation of the wind aloft was not the best for wave to form. An ideal wind direction is 260 to 280 degrees so as to be perpendicular to the Sandia mountains, which rise to 10,500 feet. The wave was forecast to be at the northern end of the Sandia range, and be at an angle to the mountains. Wind aloft was about 230 degrees, not ideal by any means. This would be a good test of John’s forecasting method.

“We saw a line of clouds had formed along the forecasted direction. We got to the upwind side about 15 miles west of Moriarty and turned to run parallel to it. These were the roll clouds [sometimes associated with wave conditions] but really did not look much like a traditional roll cloud. They were just a line of not very tall cumulus. But we started to see an increased climb rate some distance upwind of them. We were about 8,500 feet above sea level. I slowly brought the power to idle but we did not climb, so I returned back to climb thrust. A short time later I tried that again and we found ourselves climbing with idle power. I shut off the motor and feathered the prop. We were still climbing! It became very quiet.

“We continued on a north-northwest track, climbing modestly at about 1.5 to 2 knots, about 150-200 feet per minute. The forecast was for stronger lift ahead so we continued. Sure enough, just where John had forecast stronger conditions, we found that. The best climb rate we saw was 3 knots or about 300 feet per minute. We stopped the climb at 17,910 feet. We could have gone higher, I think to at least 20,000 feet, but the wave window was not open.

“John was very happy, as was I. His forecast was validated under unusual conditions.

“We turned around and more or less followed our track back, still in wave, but staying well below 18,000 feet.

“The view was fantastic. As we flew out of the region of better lift we started a long slow decent and turned slightly to the southeast toward home.

“We landed after 1.25 hours of flight time, about an hour of which was power off. Naturally, the landing was done power off. As we cleared the runway I un-feathered the prop, started the motor and taxied to the hangar.

“This flight could not have been done except in a motorglider, and the fact it was done in a Sinus made it all the more interesting. I figured we used about 3 gallons of fuel. The flight was not just for fun but to validate John’s forecast model; so there was a strong sense of accomplishment and satisfaction.

“This illustrates the potential of research that can be done in a touring type motorglider. Because both pilot and researcher were side by side, coordinating the flight path was easy (unpowered sailplanes almost always have tandem seating). We were able to motor right to the area we wanted to explore, and, of course. always had a safety out with the motor.

“All in all, it was a flight to remember for the research, fellowship, and the fun of it.”

—Robert Mudd, October 2021

TECHNICAL SPECIFICATIONS
Pipistrel Sinus
LSA Motorglider

  • Wingspan — 49 feet, 1.5 inches
  • Wing Area — 132 square feet
  • Length — 24 feet, 1 inch
  • Height — 6 feet
  • Maximum Takeoff Weight — 1,213 pounds
  • Standard Empty Weight — 644 pounds (typical weight 661 pounds)
  • Useful Load — 569 pounds
  • Payload (with full fuel) — 471 pounds
  • Stall Speed (best flaps) — 35 knots
  • Maneuvering Speed — 76 knots
  • Maximum Rate of Climb — 1,063 feet per minutes at 62 knots
  • Minimum Sink Rate (a key soaring term) — 217 feet per minute
  • Takeoff Ground Roll — 433 feet
  • Glide Ratio — 27:1
  • Power Cruise — 110 to 115 knot with 80 horsepower Rotax 912
  • Fuel Capacity — 15.9 gallons
  • Fuel in optional long-range tanks — 24. 6 gallons
  • Fuel Consumption — 3.1 gallons per hour at 110 knots
  • Configuration — Available in tail dragger or nosewheel
  • Endurance — up to 7.5 hours
  • Maximum Range — 850 nautical miles
  • Propeller — Feathering propeller option (approved for LSA motorgliders)
  • Cockpit Width — 44 inches
  • Baggage — 55 pounds capacity with external access option

* You can also soar leeside wave but this is for experts only.

Here’s our video with Rand Vollmer. Hear from a Sinus expert about this high performing LSA motorglider.

Compress Post ...

Probably like a lot of you, I enjoy different kinds of flying but if asked to state one favorite, it’s an easy question to answer. I’m a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I’m still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It’s mesmerizing to observe the ground fall away as you are propelled higher and higher. You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions.

Expand Post ...

A Tale of Two Hawks; Proven & Affordable; One Makes Part 103

By Dan Johnson || Leave a Comment

Since Chuck Slusarczyk’s first Hawk won Best New Design at Sun ‘n Fun in the spring of 1982 — the same year Part 103 was released — this affordable series of models has continued to increase its flock of smiling owners. Today around 2,500 Hawks of all varieties are flying. By my benchmark, that number separates lesser brands from those that achieve genuine market penetration.

Today the manufacturing of CGS’s Hawk line falls to two entities after the brand’s most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him.

In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft. This includes the Classic, Arrow I, Sport, Plus, and Ultra. As he operates “CGS Hawk Single and Ultra,” Bob is assisted by his two sons, LB and Jonah, though the latter is part time as he has a full-time gig with Cirrus Design. Learn more about the Santoms.

Classic and Sport models are not presently supplied, but the Santoms have been supplying parts to many grateful owners of those models. Their overall task needs a little further description.

Bringing Hawk in
to the New Millennia

After Terry Short elected not to go it alone, he accepted the Santom’s offer and they have been working for four years to develop the single-place Hawk line. They’ve done reasonably well with it, delivering parts to help many vintage Hawks continue flying and also building new aircraft, more than a couple dozen of them, and the future looks solid. Bob sounds realistic about business prospects and has built his enterprise to conservative expectations, so it should last a long time.

In 2019, Terry also reached agreement with Joseph Shirley, who now builds the two-place models under the business name CGS Aviation. In both operations — the Santoms in Port St. Lucie, Florida and Joseph Shirley in Loveland, Ohio — still cooperate and work with Terry Short of Lake Wales, Florida. Everyone appears to play nicely together, with Joseph sending single-place requests to the Santoms and the Santoms doing the same for the two-place models. Terry continues to work with both entities, an excellent cooperation that satisfies everyone.

That’s how it is today. How did we get here?

A very long time friend of mine, Chuck Slusarczyk created Hawk after being in the hang glider building business for many years. This was the literal beginning of ultralight aircraft and Chuck was most assuredly one of its leading pioneers. However, in those days, no one had computers for CAD or CNC, so drawings were done on drafting tables and documentation could not be kept up-to-date as rigorously as it can be today.

When Danny Dezauche took over the design, he did what he could, but I examined what he received and he faced a major challenge. The documentation needed quite a bit of work. Danny kept the brand alive but he was realistic about the daunting amount of work ahead. It was probably appropriate when Terry Short took over.

When Bob and sons got into the design, they made a serious effort to update manuals and assembly drawings, which customers had told them were deficient — even while telling the Santoms how much they loved flying their Hawks once assembled. Bob and sons set about improving the documentation but they had help and relate an interesting tale how a customer assisted them.

The Santoms recalled, “One of the Hawk’s most faithful owner/builders, Jerry Smith, [had created] a calibrated jig/fixture for the Hawk fuselage assembly, reportedly the only such jig/fixture in the country. Jerry developed that fixture as a result of the 25+ Hawk aircraft he personally built or assisted his friends build. He also helped friends who purchased pre-owned Hawks that did not fly ‘hands off’ as they were designed to do. Jerry would mount those ‘crooked’ fuselages in his fixture, and was able to straighten them up, to ‘fly right.’ Jerry is a true craftsman, with the added benefit of over 3,000 of flight time in various Hawks.”

Hawk Affordability

The basic kit price is $12,500. Most airplane kits then require you to deal with covering, which adds significant expense but more importantly, lots of labor. In fact when you’re done covering, you’ve got to paint and most sub that work out because painting is something of an artform.

With Hawk, you just buy sewn Dacron “sails,” a term carried over from the days when such wing coverings were adapted from sailboat sails. You slip them on, tighten them up, and you are largely done. Years later, when replacement may be needed, you can simply buy a new set of sails, which is much lower cost and far less labor than recovering (though dope and fabric coverings may go many years with no need of replacement). Dacron sails are $3,100 so the covered kit price is $15,600 before engine.

CGS Hawk Single’s website lists a selection of Hirth engines, but as the nearby images show, the Florida producer installed a Polini on the model shown at AirVenture 2021. The Italian engine has come to dominate the single cylinder, lightweight engine category; examples are commonplace even though the powerplant got its start with foot-launched powered paragliders.

Whatever your choice, the engine may run $3,000 to $6,000. Add a few instruments and a couple other refinements and your Hawk Ultra could total $22,000 to $25,000 in flying form.

Bob Santom said the Polini engine (scroll to the end of linked article) seen in nearby images is a new powerplant for them — though he noted the Italian company made many thousands of engines for Vespa motorcycles. “Lots of folks appear drawn to this engine with its bright blue cooling-fluid hoses,” observed Bob after they displayed at AirVenture 2021.

A fast-build kit, requiring only 100 hours on average to complete (for first time builders) lists for $4,500. Add this to the above and you’re still in less than $30,000 for a brand new aircraft.

Almost regardless of how you configure your Hawk, this is one aviation’s great bargains.

CGS Hawk Singles is based in Florida at the Treasure Coast Air Park (FL39). Contact them directly for more information.

 

This video was recorded shortly after the Santoms took over the single place Hawk line — and before CGS Aviation took over the two place model production from Terry Short.

 

This image of a two-seat Hawk in bare bones fuselage (very similar to the single seaters) gives an idea how the components work together.

Compress Post ...

Since Chuck Slusarczyk’s first Hawk won Best New Design at Sun ‘n Fun in the spring of 1982 — the same year Part 103 was released — this affordable series of models has continued to increase its flock of smiling owners. Today around 2,500 Hawks of all varieties are flying. By my benchmark, that number separates lesser brands from those that achieve genuine market penetration. Today the manufacturing of CGS’s Hawk line falls to two entities after the brand’s most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him. In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft.

Expand Post ...

Affordable Aviation — How Can You Afford Your Own Aircraft? Here’s One Way.

By Dan Johnson || 5 Comments

Let’s keep a focus on aircraft affordability. Look, we love recreational aircraft. In how they deliver enjoyment, they are closer to boats, RVs, and motorcycles than they are to a Cirrus SR22 or a Bonanza.

Some owners justify the latter saying they use their airplane for company travel. When an airplane’s price tag approaches $1 million, business use is surely necessary.

Very few of us can even drean of dropping a cool million on an airplane. Rather, I often hear from readers that a $125,000 Light-Sport Aircraft is “way too expensive!”

In this article, I’ll tell you something of Wes Parker‘s story and explain how he came to own the aircraft pictured nearby at a modest expense.

But First…

Please note the graphic to the right. This concerns a matter I hope you recognize as extremely important.

At present, flight instruction in Special, Experimental, Limited, and Primary Category aircraft requires a LODA. Failure to have one while conducting paid instruction can get you in trouble, and such illegal activity includes you paying for transition training after you bought a new aircraft.

FAA’s July 2021 enforcement action opened a Pandora’s Box and has dramatically affected flight instruction in recreational aircraft of many types.

Conventional flight schools using CFIs operating Standard Category / Part 23 airplanes are not affected.

I hope you’ll check out the video below — it’s just 7 minutes. More importantly, I hope you want to contact your political representative and urge their action to support a fix to FAA’s big stumble. To assist you, links to contact your rep’ appear in this article (scroll to bottom of page).

AOPA said FAA’s ill-fated action forced 40,000 pilots out of compliance overnight. Think about that! If you missed this very upsetting news, check this earlier article, which has two videos to help understand the situation.

Be Like Wes Parker?

Hailing from Greensboro, North Caroline, Wes Parker seems to have found a groove many pilots would like to discover. The Celebrity you see in this article was his fourth Experimental aircraft acquisition. How he did this is the core of a story about how people can afford recreational or sport aircraft.

Based on many airshow conversations, I believe many of you share some qualities with Wes. He’s a longtime A&P mechanic who works for HondaJet in avionics using his electrical engineering background. Let’s just say he’s handy and knowledgeable. Many kit builders I’ve met also bring skills and experience to a project.

Basically, Wes did what some people do: buying, fixing up, enjoying for a time, then selling. For non-aviators, this procedure commonly involves cars, houses, or motorcycles but it can also include airplanes.

Before you sell, you get to enjoy, and Wes does. He’s flown his acquisitions plenty but the idea is the same — buy an airplane needing some attention, apply your skills (and some cash), enjoy the airplane, eventually selling it to a new buyer. Wes is good enough at this that he has often come out ahead, leveraging his previous acquisition into a new airplane at minimal new cost.

In Wes’s case, his electrical engineering skills and hands-on experience encourages him to seek out interesting aircraft which have work remaining or repairs needed for its electrical system. You may possess particular skills you could apply similarly.

Timing and preparation is important, too. Wes said, “You gotta be ready to buy.” Research your target, seeking ones where you can apply your skills but also have the money and be ready to make an offer.

Wes started with a Zodiac 601XLB (see image toward bottom). An older owner had done a nice job with much of the airframe but the electrical system needed lots of work. “I added some money and used my skills. My wife contributed the striking design of the wrap. We enjoyed flying it but a buyer came along and I cashed out.”

Then came a Lancair 360. The story is similar: an informed buy, finishing or fixing, enjoying, reselling and coming out ahead of investment and expenses.

This method didn’t always work perfectly. An investment in a Van’s RV-3, for its engine in particular, proved to be a “learning experience.” Wes hoped he could energize a Beech Skipper that needed a more potent engine but a required STC turned out not to be available, so that project was less profitable.

When Wes decided not to play the Airman’s Medical game, he returned to flying Sport Pilot-eligible aircraft. Into his life came Celebrity.

Celebrate Celebrity

The handsome Celebrity biplane you see nearby was another case of an older owner doing good work within in his skills but having a substantial share unfinished. In this case, you guessed correctly, the Fisher Flying Products Celebrity needed electrical work. Wes found the aircraft after posting a wanted notice on Barnstormers.com.

Originally built by Phil Swenson, this Celebrity project was completed by current owner, Wes Parker who has parlayed his way into different aircraft at modest expense.

Because he seeks what might be called “distressed kit projects,” Wes gets good deals. A prior owner is glad to recover some funds and get a project they’ll never finish off their conscience, As with all good free market transactions, both sides get what they want or no deal happens.

Wes made out again but the older builder could not enter the front cockpit to check out Wes so he proceeded solo with cautious crow hops and worked his way up to solo flight.

“I had little taildragger time and no biplane time, but since no one was available to check me out, I took it slow and ended up soloing the plane shortly after buying it,” Wes recalls.

Wes acquired the Celebrity early this year and already has 100 hours on it. He flew the biplane from home base in Greensboro, North Carolina to Oshkosh and back (13 hours each way).

While up in Wisconsin attending the show, he participated as the only biplane in the AirVenture Cup air races. “Since I was the only entry, I won,” Wes smiled, “and I could’ve won Unlimited Class, too, as no biplanes entered.”

Wes and I spoke for 45 minutes and he told story after story of his fun in recreational aviation. I can’t relate them all here but I came away impressed at how far one fellow can go following his method. A few extra photos below tell more of his airplane history.

By buying carefully, adding his own labors, and selling to someone glad to have a fully-finished Experimental, Wes has been able to keep his cost of acquisition surprisingly low. Based on figures we discussed, I’d guess Wes is in about the value of a deluxe new SUV and I’d call that achievement both inventive and economic.

Get more facts about Celebrity direct from the factory.

Wes Parker’s Experimentals

In 2021 alone, Wes Parker has spent 100 enjoyable hours in this cockpit.

An earlier acquisition was a mostly-done Zodiac 601XLB for which Wes Parker’s wife designed this distinctive wrap graphic.

Among his various Experimental was this Lancair 360, which Wes enjoyed for its speedy performance. Choosing not to worry about an aviation medical lead Wes back to Sport Pilot and the Celebrity.

Compress Post ...

Let’s keep a focus on aircraft affordability. Look, we love recreational aircraft. In how they deliver enjoyment, they are closer to boats, RVs, and motorcycles than they are to a Cirrus SR22 or a Bonanza. Some owners justify the latter saying they use their airplane for company travel. When an airplane’s price tag approaches $1 million, business use is surely necessary. Very few of us can even drean of dropping a cool million on an airplane. Rather, I often hear from readers that a $125,000 Light-Sport Aircraft is “way too expensive!” In this article, I’ll tell you something of Wes Parker‘s story and explain how he came to own the aircraft pictured nearby at a modest expense. But First… Please note the graphic to the right. This concerns a matter I hope you recognize as extremely important. At present, flight instruction in Special, Experimental, Limited, and Primary Category aircraft requires a LODA.

Expand Post ...

Trouble Ahead? 5 Problems Appear While Aircraft Sales Remain Strong. What’s Happening?

By Dan Johnson || 8 Comments

Numerous reports involve rising inflation in the last year. What’s driving this? Despite public spending at levels never seen before, inflation had seemed tame and the economy appears remarkably strong even after the last year and a half of dislocations and restrictions?

However, trillions cannot enter an economy without impact. The lion’s share of those immense sums found their way into financial assets, including stocks.

What has this to do with Light-Sport Aircraft? Over many years of ups and downs, I’ve noticed a high correlation between stock market buoyancy and airplane sales. Both are soaring right now.

Unfortunately, some dark clouds are gathering.

Insurance Rates — Do you pay an insurance bill? If you answered yes, then you know about a significant increase in your premium. Maybe you can’t find insurance for your special aircraft. Maybe you can’t even get an insurance agent to give you a quote. Is the cause for this price gloom because LSA or Sport Pilot kit aircraft are falling out of the sky? No, that’s not it.

Loss claim ratio is one reason rates go up but the reasons today are more complex. View the video below for more on this subject.

Like so many industries, insurance has many complex factors and the video at the bottom of the page will fill in even more blanks. Yet the main cause of rising prices is a departure of four insurance companies that once took the risk. Consider that when things were good — say in 2018 when rates were still quite reasonable — Aviation Insurance Resources (or AIR) said they had a dozen companies that would quote. Losing four of 12 is serious and, as you might expect, when the supply lowers and demand is increasing, prices tend to rise.

Aluminum Prices — Some years ago when Flight Design and their CT-series were selling more than 100 units a year in the USA alone, a problem arose. Boeing had completed their Dreamliner 787, ground-breaking because it used loads of carbon fiber to keep weight down and strength up — the same benefits that appealed to Flight Design and other LSA designers that used it.

Aluminum is being sequestered in China as supplies become tight after a military coup in Guinea.

Yet after Boeing starting buying whole mill runs of raw carbon fiber material, prices rose dramatically. Even worse, since Boeing kept emptying the shelves, so to say, supplies tightened. Higher costs and reduced availability was a major problem for smaller producers like Flight Design.

In 2021, aluminum prices have risen to the highest level in 10 years due partly to a military coup in mineral-rich Guinea which is snarling the lightweight-metal supply chain. Guinea is (or was) the world’s largest supplier of bauxite before the military recently suspended the country’s constitution. Bauxite is crucial for the manufacturing of aluminum.

Shipping Costs — FedEx on Mon­day said ship­ping rates would go up an av­er­age of 5.9% next year across most of its ser­vices, the first time in eight years that it or ri­val United Par­cel Ser­vice has strayed above an­nual in­creases of 4.9%. That will affect your shipment of goods ordered online for delivery to your house. Regrettably, it does not end with FedEx and UPS.

Numerous importers of LSA and other products have told me how their container shipping expenses have shot skyward faster than a Blue Origin space flight with a billionaire on board. I’ve heard many quote between double and triple the rates per container compared to a couple years ago. Welcome to the world of inflation-stimulated price increases combined with tariffs, sanctions, and taxes… all of which are on the rise globally.

Lead Times — After three days of the Midwest LSA Expo, I don’t think I would be exaggerating to say that perhaps 20 aircraft sold during the event. Considering this event draws a relatively small group of attendees, that many aircraft sales is amazing, I believe. Many of the same vendors reporting sales at Midwest say they never do that well at Oshkosh, which is orders of magnitude larger.

Previously, airplane representatives at EAA AirVenture Oshkosh 2021 reported solid business and a growing backlog of orders. That’s good for them but means longer waits for pilots who went forward with a purchase but now must cool their jets as they await delivery.

Many of these producers have learned that it doesn’t pay to expand their enterprise to build more airplanes when demand is high because it is hard to get smaller quickly when demand slows. Some of the best producers instead prefer a steady pace where they can control quality better. It’s hard to fault that approach but it does mean longer waits as we are now experiencing.

Regulatory Uncertainty — The good news is… the wait for the new MOSAIC regulation will eventually end, probably by December 31, 2023.

The bad news is… until then, uncertainty is the watchword. When people don’t know what is ahead — either on the producer level or at the consumer level — individuals tend to hesitate. Aircraft sales people have full order books right now and hopefully that will sustain them through any dry spell.

I’ll end this dreary review by quoting a favorite author of mine, Harry Browne, who wrote, “Anything can happen. Nothing has to happen.”

Can We Beat This Thing?

Are these five choke points the end of it? Regrettably, no. The sheer unsustainability of government expenditures far beyond revenue, especially with much of it funded through debt, predicts rising interest rates and that forecast always proves threatening to the stock market.

Although larger now, this image of BRM Aero’s personnel shows a common staff size for a light aircraft producer.

If my theory about high correlation between stock values and airplane sales is correct, any stumble in equities could bring difficult times.

On the plus side — because a plus side always emerges — this industry of relatively small businesses has already shown itself to be remarkably resilient, through the 2008 financial recession as well as the Covid panic. Businesses able to survive those two body blows can probably continue straight and level despite additional turbulence.

The last line of defense in any unknown future is actually you, you and your continued interest in recreational aviation. I believe “where there’s a will there’s a way” and with a growing number of used aircraft and other affordable choices that could be flown out of a farmer’s field, no problems can snuff out a pilot’s enjoyment of flight.

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Numerous reports involve rising inflation in the last year. What’s driving this? Despite public spending at levels never seen before, inflation had seemed tame and the economy appears remarkably strong even after the last year and a half of dislocations and restrictions? However, trillions cannot enter an economy without impact. The lion’s share of those immense sums found their way into financial assets, including stocks. What has this to do with Light-Sport Aircraft? Over many years of ups and downs, I’ve noticed a high correlation between stock market buoyancy and airplane sales. Both are soaring right now. Unfortunately, some dark clouds are gathering. Insurance Rates — Do you pay an insurance bill? If you answered yes, then you know about a significant increase in your premium. Maybe you can’t find insurance for your special aircraft. Maybe you can’t even get an insurance agent to give you a quote. Is the cause for this price gloom because LSA or Sport Pilot kit aircraft are falling out of the sky?

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Newest (SLSA-to-be) Hiperlight at 2005 Prices, Plus an Important Request from AOPA!

By Dan Johnson || 2 Comments

I consistently promote that this website focuses on “affordable” aircraft. I used quotes because affordable literally means something different to every single individual. None of us has the same budget and our financial picture can change tomorrow.

At AirVenture 2021, I interviewed Ron Jones of Thunderbird Aviation about a two-seat Hiperlight he displayed in the Fun Fly Zone.

The design by the Sorrell brothers has been around for decades but not until now has it been available as a ready-to-fly SLSA. In truth, it’s still not available but Ron said, “It’s coming” and it could arrive in time for the 2022 recreational flying season.

Thunderbird Aviation
Line of Models

Back in the ’80s, the Sorrells set out to create Hiperlight as high-performance aircraft using relative low horsepower.

The “lifting body” shape of the Hiperlight fuselage can be envisioned in this view as your eye follows the curvature of the cockpit to a tapered finish.

Thunderbird Aviation was established officially in 2002 when Ron reports being “lucky enough to stumble across a tiny ad in one of the aviation trade journals. They were advertising the sale of the tooling and rights for the Hiperlight.” He went for it.

A decade later, in 2013, Ron continued, “Rights and tooling became available for the Hiperbipe, which was originally designed in 1975 as a fully-aerobatic, cabin-class biplane. It filled out our product line.”

The Part 103 vehicle entry, SNS-8, works well on only 28 horsepower to carry 500 pounds gross weight. “It meets the requirements of Part 103 to be a legal ultralight vehicle,” said the company.

An SNS-9 two-place Hiperlight was designed to accommodate a 65 horsepower engine, which “provides excellent short field performance, while at the same time making it a viable cross county machine.”

For the Special LSA version of SNS-8, Thunderbird will provide the Jabiru 2200, an 81-horsepower, air-cooled, four-cylinder engine that operates at revolutions familiar to GA pilots.

Finally, “the SNS-7 Hiperbipe is the fire-breathing big brother of the SNS-9,” said Thunderbird, adding that SNS-7 was designed to compete in the sport aerobatic class, while at the same time being a comfortable weekend or cross country aircraft.

Observe that the relative position of Hiperlight’s two wings is different than most biplanes. Most designers have placed the upper wing forward of the lower wing. Contrarily, “SNS” stands for Sorrell Negative Stagger. As you can see in these images, negative stagger certainly aids forward visibility while requiring less structure to attach landing gear, among other benefits.

Other than the number of seats, all SNS models bear a remarkable resemblance incorporating as they do a “lifting body” fuselage. The nearby aft view highlights this visually.

The two-seat SNS-9 is presently available in basic kit form, which requires the builder to do 51% of the assembly. This has been the case during all of Ron’s two decades of representing this design. “Soon we will be offering them fully assembled and ready to fly,” he added on the company website. A basic kit starts at $35,900 but it gets much more interesting.

Prepare to Be Amazed

In the interview, as you can hear for yourself, Ron is suggesting that Hiperlight as a Special LSA for (that is, fully-factory-built) could sell for a target of about $65,000. To fully appreciate that number, let me take you back in time.

Enhanced forward visibility plus simpler structure to carry gear loads are benefits found when using negative stagger for the wings as seen in this view.

In 2004 as the rule was announced, speculation was high that special Light-Sport Aircraft could or should sell for $50-60,000. Today, I hear people lament all the time that such a price cannot be found.

In truth, that’s incorrect today. You can find aircraft that sell for that number or less but what you find at that price may not be what you want. I’m thinking of several weight-shift trikes or powered parachutes that sell for roughly those numbers ready-to-fly. However, fixed wing choices are also available and a growing market of used LSA are much more affordable.

However, we cannot ignore what has happened to the purchasing power of your dollars in the past 17 years. Let me do the caluculations for you. Assuming you accept the government’s CPI as an accurate gauge of inflation, what $60,000 bought you in 2004 will take $81,000 today. Essentially, for you to go buy things you want, you’ll spend 35% more dollars to buy the same items. You know this from your own daily purchases.

Simply put, a LSA selling for $81,000 in 2021 is priced the same (in purchasing power) as $60,000 was in 2004 when the SP/LSA rule was announced at Oshkosh that year.

Therefore, Hiperlight, if it truly comes to market at $65,000, is actually cheaper than we expected in 2004… quite a bit less, actually. I find that amazing even as I acknowledge that $65,000 may not be “affordable” for everyone.

SNS-9 Hiperlight
Thunderbird Aviation (Michigan)
TECHNICAL SPECIFICATIONS

  • Wing Span — 23 feet 4 inches
  • Length — 18 feet
  • Height — 5 feet 4 inches
  • Wing Area — 148 square feet
  • Engine (planned for SLSA) — Jabiru 2200, 81 horsepower, four cylinders
  • Fuel Capacity — 12 gallons (15 gallons planned for SLSA model)
  • Empty Weight — 380 pounds (some change may occur with SLSA model)
  • Gross Weight — 875 pounds (some change may occur with SLSA model)
  • Maximum Speed — 113 miles per hour
  • Maximum Cruise — 85 miles per hour
  • Range — 260 miles
  • Stall Speed — 39 miles per hour
  • Take of Distance — 300 feet
  • Landing Distance — 300 feet
  • Rate of Climb — 600 feet per minute (higher performance expected with Jabiru 2200)
  • Glide Ratio — 12:1
  • Rate of Sink — 325 feet per minute
  • Load Factor  — +3.8/–1.9
  • Assembly Time — 300-400 hours

LSA Flight Instruction
AOPA Asks Your Help

Please allow me to draw your attention to a request from AOPA president Mark Baker asking for your help in fighting FAA’s misstep over flight training. As this can tremendously impact training in Light-Sport Aircraft and experimental kits, this matter is critical. Please read and act if you believe FAA must change their position. …and THANK YOU!

Note: Links appearing in the letter below are reproduced for you after the letter.

Please use these links to…

Contact your Congressional Representatives

Learn More from AOPA about FAA’s Action

 

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I consistently promote that this website focuses on “affordable” aircraft. I used quotes because affordable literally means something different to every single individual. None of us has the same budget and our financial picture can change tomorrow. At AirVenture 2021, I interviewed Ron Jones of Thunderbird Aviation about a two-seat Hiperlight he displayed in the Fun Fly Zone. The design by the Sorrell brothers has been around for decades but not until now has it been available as a ready-to-fly SLSA. In truth, it’s still not available but Ron said, “It’s coming” and it could arrive in time for the 2022 recreational flying season. Thunderbird Aviation Line of Models Back in the ’80s, the Sorrells set out to create Hiperlight as high-performance aircraft using relative low horsepower. Thunderbird Aviation was established officially in 2002 when Ron reports being “lucky enough to stumble across a tiny ad in one of the aviation trade journals.

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Midwest 2021 Day 3: Examining a Gleaming G1 STOL …plus FAA Update Video Now Online

By Dan Johnson || 6 Comments

On the final day of the Midwest LSA Expo 2021, winds came up as predicted and energy levels began to come down to Earth, but it was a fitting conclusion to what appeared to be a very successful show.

I talked to people from all over, several from California two thousand miles to the west. Most attendees were probably midwestern pilots but a a surprising number of visitors came a long way, hailing from both coasts. The reputation for this event, now finishing its thirteenth year, has grown beyond what many once anticipated. I’d still call it a regional event but one with a long reach.

Pilots came to examine aircraft, to see how they fit in them, to learn more about ones of particular interest, to learn more about developments in the industry (see FAA update video below), and to enjoy the camaraderie of fellow recreational pilots. Smiles were plentiful.

Quite a few pilots made purchase decisions and went away with an order confirmation in hand. I spoke with numerous vendors who reported at least one and in multiple cases more than one order was taken at the show. Many good prospects had ample time to talk to airplane reps and everyone seemed pleased about the experience. The only downside: lead times are up. Some vendors are quoting delivery well into 2022.

Between Day 2 and 3, Videoman Dave worked through the night to edit the video you see below. This is the full version of the talk given to an SRO crowd at Mt. Vernon.

Gleaming G1 STOL
Four Distinctive Features

On the last day, I recorded more video interviews including one with Mark Mellicker, the U.S. rep for the G1 STOL. Also see more about G1 in my Midwest 2021 preview.

This is the aircraft I saw in Germany at the Aero show several years ago. It was displayed exactly as seen here (though this view was taken before the space was completely set up). Note how the flaps and ailerons fold up over the wing.

We had seen an example at both Sun ‘n Fun and Oshkosh 2021, so it was clear this company was on the move to market their short takeoff and landing entry in the kit aircraft space. When I studied G1 at Midwest, I discovered four features that differentiate this entry from those that look similar. Here are G1 specifications.

The design is not new; it has more than a 20 year history in Europe where I had first seen it at the Aero Fridrichshafen show. In Germany a G1 displayed with wings folded and on a trailer caught my attention initially because it was fitted with hand controls, allowing a pilot without the use of his or her legs to fly the machine. I find this a worthy development to help others get in the air. That’s one feature.

Only after the fact did I even pay attention to the wing fold, another distinction. Many light aircraft enthusiasts will note that G1 looks very similar to Zenith’s CH-750, a shape that has attracted numerous entries. Decades back, Chris Heintz designed the CH-701 and Zenith Aircraft in Mexico, Missouri later developed the 701 into the wider, more comfortable CH-750 variation. The U.S. company sells both models today, but the 750, with its bulging doors can accommodate larger Americans better.

Various other producers have adapted this general shape and developed their own versions. I’ve reported on at least six such: CH-750 (the original, along with the 701); ICP’s Savannah of Italy, SP30 from Russia, Sila from Serbia, and G1 from France. Even this list is not complete. G1 was reportedly modeled after yet another, the now-discontinued Alisport Puma. Clearly, this is a popular form of aircraft. Read G1 America’s FAQs for more information.

One unique aspect of G1, however, is its folding wings. Another quality is the curved-corner fuselage, which is made easier for builders thanks to use of precision match-hole construction developed with CNC equipment, plus a substantial amount of work already completed from the factory. Wing and fuselage are largely built before shipping to Canada and USA.

Mark said they estimate someone with average mechanical aptitude will need only 300 hours to assemble the kit. A customer who has built any kit previously could possibly assemble G1 in significantly less time, Mark believes.

Use of match-hole construction makes it far more builder-friendly. Wings and fuselage comes significantly assembled with a minimum number of rivets already in place to keep the skins where they belong. Builders earn their 51% contribution by pulling a lot of rivets (among other duties). A hydraulic pulling tool — available for around $100 — would be a smart investment, saving not only your wrist muscles but also more consistently pulling rivets. “Match-hole,” for those that don’t know, means that CNC equipment has punched rivet holes in the right places so precisely that a user a builder can literally take a bag full of clecos, join the skins more firmly, and start riveting.

Also notice the folded-forward joystick. Both joysticks move together.

G1’s fuselage construction further sets it off from others. You may recall that a CH-701 has a rather boxy fuselage. This is probably easy for homebuilders but lacks the smooth appearance G1 shows with its gently curved corners. As the nearby image shows, this is possible again due to CNC, match-hole, and the factory using their jigs to get most parts already in the right place.

In addition to riveting, plumbing, electrical and other other construction steps, a primary task for the builder is to join the wings to the fuselage, a step of some precision to get the dihedral right, and to assure the wing-join mechanisms work to facilitate folding the wings.

Not only does G1 have a folding wing mechanism, but I found it unique. Again, nearby images will show the base of the wing struts are arranged in such a way to allow the wing to pivot from the middle rather than the trailing edge, as is common in designs like Kitfox, for example.

The first G1 in North America was bought in finished form from France. The polished aluminum models seen in other photos is Mark Mellicker’s first-in-the-U.S. G1 STOL.

When I looked at G1’s wing fold, I couldn’t quite envision how it worked until Mark explained that the flaps and ailerons are also designed to flip up over the wing such that when you fold the wings they actually cover a portion of the fuselage, keeping the width within the 8 feet that is needed to trailer this on most roadways. Linkages stay connected. It’s a pretty slick method and one that shows this is not a copy of the CH-750. Find more comparisons here.

A fourth interesting aspect of the design is its fold-forward control sticks. They move together and have no pins or levers. You merely push the joystick forward to the floor. When doing so, you’ll feel the over-center design that holds it flat to the flow, greatly easing cockpit entry. Once in, just pull it aft and prepare to taxi.

In summer 2021, he G1 kit sells for $39,500 and a build-center-assist ready-to-fly model can get airborne for $79,500, depending on equipment an owner wants and the level of finish desired.

A video to follow will show all these features in more detail as Mark Mellicker will provide additional information.

The following talk, given on September 10, 2021 at Mt. Vernon, updates the latest we know (or think we know) about FAA’s MOSAIC regulation in progress. While all this could change due to the fluid nature of rule writing, this is the best information we have today. Note that this is a lengthy video.

Compress Post ...

On the final day of the Midwest LSA Expo 2021, winds came up as predicted and energy levels began to come down to Earth, but it was a fitting conclusion to what appeared to be a very successful show. I talked to people from all over, several from California two thousand miles to the west. Most attendees were probably midwestern pilots but a a surprising number of visitors came a long way, hailing from both coasts. The reputation for this event, now finishing its thirteenth year, has grown beyond what many once anticipated. I’d still call it a regional event but one with a long reach. Pilots came to examine aircraft, to see how they fit in them, to learn more about ones of particular interest, to learn more about developments in the industry (see FAA update video below), and to enjoy the camaraderie of fellow recreational pilots. Smiles were plentiful.

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Midwest 2021 Day 2: Update about FAA’s MOSAIC Regulation, then Flying the Fusion & Chasing the Fox

By Dan Johnson || 13 Comments

Midwest LSA Expo‘s forum organizers called it a “record crowd” that turned out to hear my talk about coming changes in FAA’s latest regulation. Some 95 pilots entered their email on an FAA Wings credit sign-in sheet and that didn’t include everyone present. This topic always generates lots of interest.

A number of vendors told me they wanted to attend but couldn’t because they didn’t feel they could leave their exhibit. It was that busy today. That’s a great problem: plenty of people who want to talk to you. Plus I told them I was recording my presentation and they could catch it later… soon, in fact. I’ve already uploaded the video to Videoman Dave, who remains stuck in Canada, unable to get across the border. I hope you can see it in a few days.

Day 2, Friday the 10th, was a strong day, even better than Thursday’s good early start. Add in another beautiful day plus the Orange Shirt (volunteer) Crew doing a terrific job of taking care of everyone — Midwest LSA Expo has blossomed into a fine event. Even though foot traffic seemed good today, any visitor could talk to a vendor as long as they want. It makes for well-informed consumer and satisfied exhibitors who can interact with customers and prospective customers and provide demo flights.

So, What’s the Word?

I’ll make this quick. You can get much more detail on the hour-long video to follow quite soon. Here I’ll hit some high points that seemed to generate the most interest from the live audience.

This slide was presented to an industry audience as part of an annual briefing from the Light-Sport Aircraft office. Note the word “Concepts.” This rule is not complete and the points on this slide are not guarantees or assurances. Nonetheless it gives a revealing look at what rule writers are considering.

In FAA’s slide you can glean quite a bit of their thinking at this time. PLEASE NOTE — Information on this slide comes under the title “Concepts.” These words are not part of a formal proposal and should not be considered binding or permanent.

Yet reading the words is illuminating: “Improve aircraft performance … with increased useful load, non-reciprocating engines (meaning electric, certainly, but possibly other types), constant-speed props, retractable landing gear.”

Much of the slide transmits a willingness to extend extra privilege, to let industry do more, including deciding what “docile to fly” means.

The red-circled item gives a clue as to the size or weight of future LSA. Exemptions have been given to Icon for their A5 seaplane, Terra Fugia for the Transition, and to Vickers for their Wave amphibian. The latter got an 1,850 pound exemption, so if that weight gets put into the FAR codes (“codifying”), that suggests future LSA could weigh 1,850 pounds and still be flown by a Sport Pilot. I repeat, no guarantees here, but this shines a light on their thinking.

Since to my similar talk a year ago — when I introduced the then-recently-devised term of Light Personal Aircraft …which is now gone! — lots and lots of pilots have written wondering if this or that general aviation airplane could be included as a LSA. Here’s my response.

First, they won’t ever be a “LSA.” All Standard (not Special) Airworthiness Category aircraft will retain their original certification. A Cessna 150 won’t become a LSA.

However, yes, it is possible that a Sport Pilot — or some higher rated pilot using Sport Pilot privileges — could fly a Cessna 150, Aeronca Champ, Piper Cherokee, or even a Cessna 172. The latter with four seats might have to be flown with only one passenger.

As before, none of this is official or certain. Accept it as an indication of FAA’s current thinking. We won’t know for sure until we see the NPRM and I predict we’ll see that at Oshkosh 2022.

So, how could a Sport Pilot be allowed to fly a larger aircraft, or possibly one with four seats, or one with retractable gear? All that is up to Flight Standards, the group that makes decisions about pilot privileges and flight operations. Unlike the aircraft certification department that is giving more work to industry (who might then chose methods they prefer), Flight Standards is unlikely to hand over any work to the industry.

They may, however, use endorsements. The endorsement method is a proven system within FAA and it has worked exceedingly well for Sport Pilots flying Light-Sport Aircraft.

If you are a student earning your Sport Pilot certificate, you might fly in a simple aircraft like a Quicksilver, so you’ll emerge with an 87-knot limit. To fly a faster LSA, go get a checkout from an instructor in a faster aircraft. When he or she thinks you’ve got it, they’ll endorse your logbook, sign their name and number, and off you go. That’s it. No test or check ride. Indeed, this shows even Flight Standards is letting industry (instructors) make judgement calls.

Endorsements also work for flying into complex airspace. Get trained and endorsed and go enter the nearby Class D or C airspace. The same is true if a Sport Pilot wants to fly a retractable gear LSA seaplane. Train. Endorse. Repeat. The method works.

Could FAA use this method to graduate Sport Pilots into larger, faster, more capable Light-Sport Aircraft? I don’t see why not; it already works. But, as with all the above, we’ll see what FAA’s final decisions are. When? My bet remains on Oshkosh 2022. Stay tuned!

Flying the Fusion
Chasing the Fox

After concentrating on FAA rule making for the morning it was a great pleasure to go flying in the afternoon. Another beautiful day served up by Mt. Vernon. The green fields and forests surrounding MVN Outland Airport looked lush and verdant against a deep blue sky, picturesque stuff that.

I flew Magnus Fusion four years earlier. I liked it then and I like it even better now. This is one of the solidest airplanes I’ve ever flown. It simply feels tight and robust, quite comforting.

Doma Andreka did a fine job flying the airplane showing me a standard demo routine as I requested. Having accumulated 400 hours in less than a year, it is clear he is at one with Fusion.

My theory is that since I’m the lucky one getting to go up in these planes I should be asking the same questions you might ask if you were the one aboard. Fair enough?

We shot a video with a couple cameras inside recording the conversation. Those Video Pilot Reports are more complex to edit but I hope you’ll see the Magnus SLSA the way I did today.

Chasing the Fox? — Yeah, that. Making my first landing in Fusion, a big bird, approaching from the left, appeared to land in the middle of the runway. “That’s odd,” I thought, “but he’ll fly off as we approach.” I was seated on the right and couldn’t see the animal as well. I continued. Doma could see better and said, “No! Go around! That’s an animal on the runway.” It was a fox, I saw, as it scrambled to the north. Doma had promptly announced it over the radio to advise others in the pattern. Chris Collins and his orange shirted volunteers, always manning the radio, immediately went on “wildlife duty,” chasing the critter off the runway. What service!

We went around and my subsequent landing went quite well… but more about that in the video to come.

One more day of the Midwest LSA Expo tomorrow, Saturday 9/11. Winds are expected to rise but otherwise another continuation of the good weather we’ve enjoyed here in Mt. Vernon, Illinois.

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Midwest LSA Expo‘s forum organizers called it a “record crowd” that turned out to hear my talk about coming changes in FAA’s latest regulation. Some 95 pilots entered their email on an FAA Wings credit sign-in sheet and that didn’t include everyone present. This topic always generates lots of interest. A number of vendors told me they wanted to attend but couldn’t because they didn’t feel they could leave their exhibit. It was that busy today. That’s a great problem: plenty of people who want to talk to you. Plus I told them I was recording my presentation and they could catch it later… soon, in fact. I’ve already uploaded the video to Videoman Dave, who remains stuck in Canada, unable to get across the border. I hope you can see it in a few days. Day 2, Friday the 10th, was a strong day, even better than Thursday’s good early start.

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Midwest 2021 Day 1: Magnus Fusion Boasts Aerobatics for Upset Recovery Training

By Dan Johnson || 6 Comments

One area of light aircraft flight — LSA, kits, or ultralights — that gets less attention is aerobatics.

“Oh, we can’t encourage that from Sport Pilots,” some lament, but those who say that are not considering one aspect of flight training that also gets less attention than it deserves: upset recovery training. Some call it unusual attitude recovery but the purpose is to prepare pilots for potentially threatening positions where the pilot should promptly execute practiced control actions to restore normal flight.

When I did conventional flight instruction many years ago, we always included spin recovery training, even for the Private Pilot certificate. In those days, before any student was signed off for a checkride, he or she had likely done full spins to recovery. We thought it made good sense for pilots to at least know how to perform when they find themselves in unusual attitudes.

Built for Aerobatics
Fusion 212

The handsome Fusion 212 you see in the nearby pictures was not initially conceived as a Light-Sport Aircraft. It was first built to perform in a Red Bull flight demonstrations series for two years. When that Red Bull pilot retired from performing, the Magnus team wanted to create an aerobatic trainer, and, as they said, “Fusion 212 was born.”

Magnus Aircraft in Hungary developed Fusion 212 as a training aircraft because while having a very strong wing, it also exhibits predictable flight qualities. When I flew it I found the controls brisk but not overly sensitive, a good combination.

I also clearly recall, when maneuvering in Fusion, that it felt extremely solid. Later I learned that this aircraft uses a single-piece wing (as does the Cirrus SR series). This no doubt aided the tight feel I experienced.

At that time the man in charge of Magnus in the USA was not stressing the aerobatic capability.

In a 2018 article announcing the Fusion as the newest SLSA in the U.S. market, this appeared: “This low-wing monoplane [has a] symmetrical wing profile that provides it with superb aerobatic capabilities,” said Magnus Aircraft. However, the company advised, “While the aircraft has aerobatic capabilities … as a Normal Category SLSA aircraft, Fusion 212 is presently limited to a maximum of 60 degrees of bank and a maximum pitch up or down of 30 degrees when operating in the United States.”

Magnus Aircraft is represented by Doma Andreka.

Now, younger representative Doma Andreka speaks for the Hungarian company in revealing that they are pushing flight school sales when upset recovery training is offered. Fusion certainly looks the part.

Perhaps it was a different (and striking) paint job on the 2021 model I examined at Midwest LSA Expo but I was immediately caught by the flatness of the upper wing surface. On looking at the also-flat underside I recalled that Fusion 212 uses a symmetrical airfoil, not uncommon on high performance aerobatic aircraft. Fusion’s span is also tight at just 27.3 feet plus it employs a dual-taper planform. Fusion’s cruciform tail is placed higher to be in clear air all the time.

In 2021, Magnus in America is employing a different approach and it appears to be working.

As head of Magnus Aircraft’s U.S. operation, Doma is an ideal candidate. He has worked in the factory in Hungary for some years, as head of communications and marketing. As the Hungarian company sought to pursue business in America, the leadership sent Doma to Texas to help Fusion 212 earn its SLSA Special Airworthiness Certificate.

In 2021 alone Doma reported selling seven aircraft and expects to log a couple more before the year ends. That’s a solid start to the refreshed Magnus America enterprise in the USA.

Although this sturdy aircraft may be optimized for aerobatics the images nearby show this is a comfortable traveling machine as well. Going gross country knowing an aircraft can handle turbulence is reassuring.

As Doma next plans to promote Fusion 212 in the uberactive aviation state of Florida, I’m sure we’ll be seeing more Fusions and if some of them  appear to be upside down… perhaps they are!

Watch for our 2021 video interview to learn even more. Until the new one is done this after-flight review contains a lot of information about Fusion. (Video shot at Sebring in 2018.)

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One area of light aircraft flight — LSA, kits, or ultralights — that gets less attention is aerobatics. “Oh, we can’t encourage that from Sport Pilots,” some lament, but those who say that are not considering one aspect of flight training that also gets less attention than it deserves: upset recovery training. Some call it unusual attitude recovery but the purpose is to prepare pilots for potentially threatening positions where the pilot should promptly execute practiced control actions to restore normal flight. When I did conventional flight instruction many years ago, we always included spin recovery training, even for the Private Pilot certificate. In those days, before any student was signed off for a checkride, he or she had likely done full spins to recovery. We thought it made good sense for pilots to at least know how to perform when they find themselves in unusual attitudes. Built for Aerobatics Fusion 212 The handsome Fusion 212 you see in the nearby pictures was not initially conceived as a Light-Sport Aircraft.

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Midwest 2021 Day 0: Aircraft Arriving and Weather Looks Perfect; Come Join Us!

By Dan Johnson || 9 Comments

Many readers know I love this event, the Midwest LSA Expo at Mt. Vernon, Illinois airport about one hour’s drive east of St. Louis, Missouri. Led by capable, enthusiastic, and friendly Chris Collins, this has become a regular event for many… that is, many vendors, many pilots, and me. I only missed once when we were facing a major hurricane in Florida. This will my 12th but it is officially the 13th annual running of the show.

Nearby you’ll see a roster of expected vendors. Now, as we all know agonizingly well, these are strange times so things can change and some promises can’t be kept but the nearby table shows which aircraft Chris is expecting. I have my fingers crossed for all of them but Midwest LSA Expo has been a good draw and many vendors return year after year.

Why do people keep returning? Because pilots enjoy looking over aircraft in a more relaxed manner than is possible at crowd-jammed events like Oshkosh or Sun ‘n Fun. Airplane reps keep coming back because they make sales in Mt. Vernon. Many have said these smaller shows are better because they can spend the time with pilots as needed to answer all their questions. Once so satisfied, pilots in the market turn into buyers. It’s all good.

Other exhibitors include A&M Airsports, Aviation Insurance Resources (AIR), Certus, Flights for Christ, Garmin, Kanardia, Midwest Sky Sports, Leading Edge Air Foils (LEAF), Mission Aviation Fellowship, SRT Aviation, Powerlift (doors), and UL Power. Disclaimer: Midwest LSA Expo and the exhibitors shown make no appearance guarantees. State-by-state travel restrictions may impact attendance.

For Example: G1 STOL

I saw the fellows representing G1 STOL at Sun ‘n Fun 2021, Oshkosh 2021, and they are on the roster for Midwest 2021. That’s an energetic airshow schedule and I admire the effort they’re making to put this interesting aircraft in front of the American pilot.

G1 STOL exhibiting at Sun ‘n Fun 2021.

Several years ago, I interviewed a gentleman from France as he represented G1 at the German Aero show. I was doubly intrigued because his show G1 was fitted for hand control, something he said he did for himself. This is a hand-control-capable aircraft that can operate off-field, given its very short takeoff and landing operation.

The importer calls G1 STOL a “unique tricycle-gear adventure aircraft [that] can get you in and out of tight places without a tailwheel rating.”

G1 STOL, as it will be known in America, looks to qualify easily to be flown by someone using Sport Pilot privileges. Sold only as a kit, G1 America stated a 300 hour build time, a modest number for an aircraft like this. In January 2020 G1 was approved by FAA as an “Advanced Quick Build” kit, the U.S. representative said.

I look forward to examine G1 STOL much more carefully tomorrow and hopefully to produce both an article and a video about this machine for your review at home. That’s the reason why I keep returning to Midwest LSA Expo year after year. Join me in the next few days and I’ll report more like the aircraft you see here.

G1 In America

G1 America is the official American dealer for G1 Aviation of France. Founded by Lionel Neels of Belgium (living in Canada since 2016), the importer has contracted with American Mark Mellicker.

G1 STOL seen at EAA AirVenture Oshkosh 2021.

Last year, G1 America signed a partnership with Mark to put him in charge of all customers in the USA. Mark also offers a completion center and can give demo flights in Illinois. Mark flies a G1 STOL equiped with a Yamaha snowmobile engine conversion producing 140 horsepower.

G1 America said, “We provide support in cooperation with  our French team from G1 Aviation France.”

G1 Aviation in France was begun in ​2006-2007 by Serge Présent and Yvan Lhermitte when they created the G1 Gélinotte, derived from the Italian-designed Alisport Yuma airplane with several design improvements.

​”G1 STOL has been designed with two engine firewall packages: D-Motor LF-26 making 95 horsepower or the LF-39 version making 125 horsepower; and, the Rotax 912 series. “We are the master distributor of D-Motor engines as well,” the company reported.

Let’s see what else I can discover. Come on along…!

Compress Post ...

Many readers know I love this event, the Midwest LSA Expo at Mt. Vernon, Illinois airport about one hour’s drive east of St. Louis, Missouri. Led by capable, enthusiastic, and friendly Chris Collins, this has become a regular event for many… that is, many vendors, many pilots, and me. I only missed once when we were facing a major hurricane in Florida. This will my 12th but it is officially the 13th annual running of the show. Nearby you’ll see a roster of expected vendors. Now, as we all know agonizingly well, these are strange times so things can change and some promises can’t be kept but the nearby table shows which aircraft Chris is expecting. I have my fingers crossed for all of them but Midwest LSA Expo has been a good draw and many vendors return year after year. Why do people keep returning? Because pilots enjoy looking over aircraft in a more relaxed manner than is possible at crowd-jammed events like Oshkosh or Sun ‘n Fun.

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A Genuine Part 103 Helicopter plus a Turbine-Powered Model — Both Priced Fairly

By Dan Johnson || 12 Comments

A month ago as EAA AirVenture Oshkosh 2021 ended, the most popular article from my week of reporting from the big show focused on Composite FX. The Florida producer makes a line of single seat helicopters many pilots could actually afford.

Those words almost don’t belong in the same sentence: “afford” and “helicopter.” Most pilots have little idea how much they cost because they’re seen as expensive and devilishly hard to fly. A Robinson R22, the company’s lowest cost two seater, starts at $325,000.

So, are all helicopters expensive and difficult to fly? “No,” say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don’t take my word for it. With this article I present two fresh videos about this company and their aircraft.

Part 103 to Turbines

Perhaps you accept that Composite FX’s XEL Part 103 model can legitimately make Part 103 using some lightweight floats — and yes, this is legal and proper, see this FAA document guiding field personnel. That model uses the MZ202 engine.

The XE290 is equipped with a more powerful engine, additional fuel, and more instrumentation. Of course, you have to build this one but they can help at the factory.

Their top-of-the-line is the XET, with “T” for “Turbine.” The factory guys seem most stoked about this and no wonder. All XEs, regardless of model, run their engines at high revs during most of the flight.

Such engine operation and the need to direct power two ways and at two speeds is why original creator John Uptigrove‘s transmission simplification was so important.

Usually, helicopters have a costly, heavy, maintenance-intensive transmission to take some engine power and send it to the tail rotor at a higher speed while the rest is used to power the main rotor at a much lower speed. Instead of gears, Uptigrove substituted cog belts for this transmission. The quality of belts has so improved that they are now considered to be highly dependable. Cogs, like gear teeth, insure against slippage.

This simpler method is a key reason why not only are the XE helicopters well priced but why they have fewer repair problems and are significantly lighter in weight.

Cog belts must be changed every five years even if they appear to be in excellent condition. To avoid blowouts, semi-truck operators also change tires every five years whether visually needed or not. However, unlike big truck tires, the XE helicopter cog belts are modestly priced around $50, which seems like mighty cheap insurance for such a critical part.

Are They Safe?

First, would you call aviation safe? You probably would and I’d agree. Yet most people looking at our lovely little airplanes suspect we are either crazy or thrill seekers. Are pilots who think helicopters are inherently dangerous equally myopic?

Composite FX‘s engine shop modifies T62-T2A Solar Turbine engines, often used as an APU, or Auxiliary Power Unit. They produce a steady 95 horsepower.

As Norbert explained, the light weight of the aircraft combined with that 19-foot, fast-spinning flywheel called the main rotor can make the action of auto-rotating much easier (though he advises you still have to act within one second of engine failure to maintain rotor speed).

Simplifying, auto-rotating means turning a helicopter into a gyroplane and gliding to a landing.

Learn more by visiting their web page or by viewing the two videos below. Composite FX’s XE line heightened my interest in rotary-winged aircraft. You could be similarly affected.

Helicopter SLSA Coming?

It’s too early to know but FAA’s upcoming regulation may possibly accommodate rotary-winged aircraft — in addition to finally letting gyroplanes qualify as SLSA. As the agency significantly changes the rules for Light-Sport Aircraft, new doors could open.

Composite FX personnel showed interest in looking into this opportunity and it is not unreasonable for FAA to at least consider these aircraft assuming appropriate ASTM standards can find acceptance (no helicopter standard has yet been proposed). XE safety does not pose a problem; Composite FX has delivered around 500 units and only two suffered serious accidents, according to the factory.

Composite FX’s Norbert Richter observes while a technician programs a CNC machine in their factory.

Another challenge for XET as a SLSA: FAA permitted only piston engines for LSA when they issued their first regulation in 2004. A reason given for this requirement — which regrettably also eliminated any chance of electric propulsion although this will be fixed in the new reg — was to prevent turbine powerplants. They were considered too complex for Sport Pilots. Yet ask any pilot or mechanic with jet engine experience and they’ll say turbines, which spin at very high revolutions, are actually simple to operate.

A company in Australia, TurbAero, has developed a small turbine that could be used on LSA and they have written a proposed ASTM standard for such powerplants.

Maybe in 2024 you could buy a turbine XET ready-to-fly. Now, wouldn’t that be something?

This first video is shorter (6 min.) and introduces you to the XE line of single place helicopters from Composite FX. You also get a close look at some of the hardware innovations that help Composite FX maintain modest prices. You may not believe the aerial “taxiing” you’ll see in this video.

This second video is a full-length interview (14 min.) with factory rep, Norbert Richter. We go through some history of the design and delve into details about construction, operation, and cost. Periodically, while the interview goes on you will be treated to some amazing flight footage. Enjoy!

Compress Post ...

A month ago as EAA AirVenture Oshkosh 2021 ended, the most popular article from my week of reporting from the big show focused on Composite FX. The Florida producer makes a line of single seat helicopters many pilots could actually afford. Those words almost don’t belong in the same sentence: “afford” and “helicopter.” Most pilots have little idea how much they cost because they’re seen as expensive and devilishly hard to fly. A Robinson R22, the company’s lowest cost two seater, starts at $325,000. So, are all helicopters expensive and difficult to fly? “No,” say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don’t take my word for it. With this article I present two fresh videos about this company and their aircraft. Part 103 to Turbines Perhaps you accept that Composite FX’s XEL Part 103 model can legitimately make Part 103 using some lightweight floats — and yes, this is legal and proper, see this FAA document guiding field personnel.

Expand Post ...

Airshow Time (Again)! Get Ready for Midwest LSA Expo, the Best Little Airshow on the Circuit

By Dan Johnson || 9 Comments

Sun ‘n Fun kicked off the 2021 season but also restarted the idea of returning to airshows. AirVenture Oshkosh proved it could be done on a grand scale. Now, the Midwest LSA Expo is almost here. This was nearly the only show in 2020 and it went well with no reported illness afterward but plenty of smiles on the faces of new airplane owners.

OK, look… someone will object anytime you use “best” as I did in my title. So you understand, I call the Midwest LSA Expo the “best little show on the circuit” because — thanks to highly-supportive airport manager, Chris Collins — LSA, Sport Pilot kit aircraft, and ultralights own the airfield for those few days. My video parter and I are permitted to roam anywhere on the airport looking for the best aircraft, the best stories, and to collect the best video and still images.

For this reason, Midwest has become the number one event for Videoman Dave and me and we are so deeply appreciative of Mt. Vernon Outland airport’s high level of cooperation and good management and services from the orange-shirted volunteers. We love the others show, too, but Midwest works beautifully for us — and that means we get better content for you.

My airline ticket is bought and I will be on-site for all three days of the show. As usual, I will provide daily reporting (who needs sleep?)

C’mon! No entry fee; completely free to attendees. Close to a huge midwestern population. Great people keen to help you buy a plane, sell a plane, learn about planes, or simply talk aviation to your buddies. In town, you’ll find plenty of lodging, restaurants, and other services.

Head to Mt. Vernon
(1 Hour East of St. Louis)

“It is hard to believe, but in just over two weeks KMVN will host the Midwest LSA Expo for the 13th consecutive year,” wrote airport manager and general great guy, Chris Collins! I can’t recall another airport manager I’ve ever met who is so dedicated to his airport and those who enjoy it.

The main ramp will offer many aircraft choices to those interested in LSA, Sport Pilot kits, or ultralights.

“The event features a great assortment of LSA including Part 103, STOL, and gyroplanes. This year’s forums/seminars lineup is one of the best ever. There really is something for everyone,” Chris wrote in a two-weeks-out update. “You are always welcome at Midwest LSA Expo and Mt. Vernon Outland Airport!” I know from experience that he means it sincerely.

Which company representatives will you see at Midwest 2021? Here’s a page-full direct from the source. These are committments Chris has received but some may not show for technical or weather reasons and some not on this page inevitably arrive No matter; Chris calmly welcomes all.

Last year, in a rare event for 2020, several companies were no-shows. Some were fearful of the virus and others didn’t want their employees feeling threatened after they returned home from Mt. Vernon. That’s all understandable but Chris had the necessary means to protect guests who were concerned.

Having attended all of these Midwest events (but one, due to an approaching hurricane in my home state of Florida), I can tell you — and many pictures prove — that social distancing is easy at Mt. Vernon. These sector-specific shows have smaller crowds. You can easily approach a vendor and have a conversation without getting close, if you prefer.

Of course, Midwest won’t have tens of thousands of airplanes and hundreds of thousands of visitors …and that’s one of the main reasons it is so wonderful. Vendors can actually engage with you for an extended conversation without others waiting anxiously to talk to the same person.

More Advice from Chris

“We will have plenty of orange shirt volunteers to direct you so no worries when you get here. If you are driving or trailering in, please proceed to Gate #1 just north of the Koziara Terminal Building. You are welcome here anytime so if that means a Tuesday arrival, the welcome mat will be out.

“The shuttles (to and from hotels and restaurants in town, 15 minutes away) will begin with the first arrival.

“Our Thursday afternoon party at the FBO (SRT Aviation) is back! Plan on a great post-Expo dinner at the conclusion of Day One. We are still working on the menu but rest assured there will be plenty of BBQ and drinks served in a great aviation atmosphere.

“There will be daily safety briefings at 10:00 a.m. in the Koziara Terminal Board Room. Please plan to attend each day. If unable to attend daily, please ensure you are there on Thursday September 9, 2021. Each briefing will be short.

“Mo-Gas will be available at the Expo. It is 91 Octane, no ethanol blend.

Vashon is schedule to return. Perhaps you can check out their IFR-ready version as seen at AirVenture.

“Bonnie Café (very popular with the townspeople!)  is open daily inside the Koziara Terminal with no restrictions. The Café will have a limited sandwich menu available on the flightline also.

“In addition to our rolling water distribution, we plan to have water stations on each end of the flightline.

“The forums/seminars will remain in the Corporate Hangar. This year features our best lineup yet!

“We are making electrical infrastructure improvements to our camping facilities. Each east side pedestal will have 30 amp. service. We will be three 50-amp service locations.”

As I’ve done every year, I’ll be giving another forum and I plan to video record it as I did last year. Besides speaking to a full (but physically-distanced; nearby photo) audience, that video was quickly edited and uploaded by Videoman Dave*; it has been viewed more than 112,000 times. This year I’ll try to update last year’s FAA regulation talk with the changes I believe are coming. Buckle up!

* As with AirVenture Oshkosh and Sun ‘n Fun 2021, Videoman Dave was again denied entry, even after Homeland Security said media was deemed “essential.” That judgement doesn’t include YouTube, I guess, even though the popular app has far more viewers than mainstream news these days.

If this has any good side to it, perhaps it is that Dave can edit videos quickly if I can send them to him fast enough.

Compress Post ...

Sun ‘n Fun kicked off the 2021 season but also restarted the idea of returning to airshows. AirVenture Oshkosh proved it could be done on a grand scale. Now, the Midwest LSA Expo is almost here. This was nearly the only show in 2020 and it went well with no reported illness afterward but plenty of smiles on the faces of new airplane owners. OK, look… someone will object anytime you use “best” as I did in my title. So you understand, I call the Midwest LSA Expo the “best little show on the circuit” because — thanks to highly-supportive airport manager, Chris Collins — LSA, Sport Pilot kit aircraft, and ultralights own the airfield for those few days. My video parter and I are permitted to roam anywhere on the airport looking for the best aircraft, the best stories, and to collect the best video and still images.

Expand Post ...

Video Bonanza! Despite Covid and Distance, Fresh Light Aircraft Videos Continue to Arrive

By Dan Johnson || 3 Comments

For 18 months, the world has been under assault from a bug so small you can’t see it without a big microscope. Plenty of us are hungry to return to what we once quaintly called “normal.” Hundreds of thousands of people at EAA AirVenture Oshkosh 2021 started back on that path!

The night airshow continued to be very popular with large crowds (image from EAA)

Let’s review: Lots of people. Lots of exhibitors. Perhaps a record number of aircraft flown to the show by visitors. Airplanes were selling, according to many vendors. Weather was good; it only rained at night. No serious accidents. No subsequent reports of any “superspreading.” I’d say it’s all good, except…

I was able to gather lots of material and put up daily posts. That made for very long days and short nights of sleep but it’s what many readers have asked for and I’m happy to oblige. What I did not do was shoot enough video.

In the five days I attended, my Apple Watch said I walked almost 75 miles, nearly 15 miles a day on average. That’s because Homeland Security denied entry to my Canadian video partner, Videoman Dave. He usually has wheels we can use to zoom around the mile-and-a-half-long airshow grounds. Without him I had to plan more efficient use of my time — covering specific areas of the show each day — but I still walked a lot every day. I’m not complaining. I exercise every day at home so this was not particularly difficult but trotting everywhere drinks up a lot of time. For this reason and because I had to carry my video gear, I did not get much video, certainly not our usual full-race pace. Nonetheless…

You’ve Got Video!

For a few airshows now, I’ve had to do my job and Videoman Dave’s job.

Maybe I should clarify: I mean the on-site camera work plus the keeping track of what we’re doing next, handling a load of gear, planning the next day’s video stories, downloading huge video files each evening and placing them somewhere to be used later, and charging up everything you own as you sleep. While we’re shooting a video, Dave takes a director’s view of where we’re going and guides us along. He’s also very aircraft-savvy so if we lack a piece of information, he can often provide it. The show must go on, you know.

Despite the challenges of working at a great distance, I’ve been sending loads of raw video up to Dave in Canada and he has been editing away hour upon hour. In this article, I want to introduce you to four recently released videos I think you will enjoy.

Merlin New-Age Electric / Innovative — One of the most innovative creations I saw at Oshkosh was Merlin Lite with DEP-OD. Huh?

Aeromarine-LSA’s Merlin Lite now has a much longer wingspan helping the model stay within Part 103 parameters. The inset features another development using this platform.

The military-like abbreviation means Distributed Electric Propulsion – On Demand. “Yeah, what does that mean,” you ask? While this electric-aided aircraft was a demonstrator — not the Merlin Lite Part 103 aircraft Aeromarine-LSA is about to start delivering — it could become a Part 103, possibly.

That isn’t important because the two Merlin versions are for different needs. A Part 103 Merlin Lite already needs so little room to take off and land that shortening it is hardly necessary for regular use. Merlin Lite will come with the new Polini 303 that is sweeping championships and, in a surprise outcome, bolting on the new engine resulted in more legroom.

My first introductory article about Merlin Lite was our most-read story for all of 2020. In this video learn the latest changes to this flying machine that attracted so much interest.

Oh-So-Fast JMB VL3 / Speedster — Shooting like lightning across the sky, JMB is now beginning to install and deliver their sleek speed machine with Rotax’s potent 915iS.

With the potent Rotax 915iS installed in JMB’s VL3 the European speedster will continue to be one of the fastest in the sky.

How fast can you go on 6-7 gph? Pretty darn fast. In the video below, we saw some of VL3’s impressive speed capability while being propelled by Rotax’s turbo 914. No question remains in my mind that this is one of the genuine speedsters in the LSA space …in fact, it will give a good run to most kit-built aircraft.

At Oshkosh, as at Sun ‘n Fun, importer Alion Aviation — joined at AirVenture by JMB Aircraft boss, Jean-Marie Guisset — displayed their VL3 with Rotax‘s most powerful 915iS turbocharged, intercooled, 141-horsepower engine. This seems to fulfill the prophecy that “if something is good, then more is better, and too much is just enough.” I’d say you should keep your eye on VL3 except you might need to look quickly to catch this one.

Like many airplane exhibitors, Jean-Marie lead his team to protect their smooth birds when hail threatened one night at Oshkosh. No damage was reported but the team got a bit less sleep moving their aircraft to protect them.

Roomy and Well-Behaved Montaer MC01 / Touring — One of the most common questions I get involves payload. How much stuff can you carry and how do big fellows fit?

Talk about spacious… and Montaer’s MC01 has even more room aft of the seats, with a third door to access it.

I get it. We enjoy eating our hamburgers and we want to carry our gear with us. Some LSA are rather limited but others, well… how about this roomy choice?

One of the newest entries, Montaer found a good home (and representation) by linking up with Alex Rolinski and his Aero Adventure team at the DeLand airport. They recently moved into new quarters not far from their former location. Once all the inventory and tooling are fully relocated, the Montaer USA crew will sell and service the Montaer in an interesting cooperation with the group at nearby Seamax USA. Aero Adventures already does service work for Seamax LSA in addition to supporting their Aventura line. Now they will have this all-metal, high wing, big-capacity Light-Sport Aircraft, the MC01.

With its cavernous interior, three-door access, and finely-finished wing (just try to find the rivets on this beauty!), Montaer’s new flying machine will start its U.S. distribution. Alex reported they sold the first models at AirVenture 2021.

Affordable and Handsome Ultralights / Affordable — Tri-State is one of those companies that’s been around a long time yet you may still not know of it. Well, that won’t do. You should know about Smithsilvers or Quicksmiths (casual, not official references).

Artful sail work is only one of the skills Tr-State Kite Sales brings to market. Most components of the “Smithsilver” line are produced in-house.

Tri-State Kite Sales, which did not exhibit at AirVenture, remains one of America’s best-kept secrets about highly affordable aircraft. A strong local community has built up around the Mark Smith-created enterprise …a loyal bunch of customers any manufacturer would love to serve. While the model closely resembles the Quicksilver line (represented today by Air-Tech, Inc.) and while Tri-State does make many after-market components for the popular brand, Tri-State has their own whole aircraft as seen in the video below.

The company fabricates all parts in house including the artful job of sewing the Dacron wings used on this line of aircraft. In fact, they do lots of replacement and original equipment part making, enough so that they stay very busy and going to every airshow — even big ones like Oshkosh — have not been a priority. Hopefully, they’ll make a return visit to the Midwest LSA Expo coming up in just a couple weeks. Come check it out; I hope to see you in Mt. Vernon, Illinois September 9, 10, and 11, 2021.

Compress Post ...

For 18 months, the world has been under assault from a bug so small you can’t see it without a big microscope. Plenty of us are hungry to return to what we once quaintly called “normal.” Hundreds of thousands of people at EAA AirVenture Oshkosh 2021 started back on that path! Let’s review: Lots of people. Lots of exhibitors. Perhaps a record number of aircraft flown to the show by visitors. Airplanes were selling, according to many vendors. Weather was good; it only rained at night. No serious accidents. No subsequent reports of any “superspreading.” I’d say it’s all good, except… I was able to gather lots of material and put up daily posts. That made for very long days and short nights of sleep but it’s what many readers have asked for and I’m happy to oblige. What I did not do was shoot enough video. In the five days I attended, my Apple Watch said I walked almost 75 miles, nearly 15 miles a day on average.

Expand Post ...

Beyond AirVenture — Light Aviation Globally and Circumnavigating the Globe by Shark (LSA)

By Dan Johnson || 2 Comments

For a week last month, the center of the aviation universe was headquartered in Oshkosh, Wisconsin — population around 50,000 until AirVenture brings in five times that many on the biggest days.

AirVenture Oshkosh is arguably the most important aviation event in the world each year, bringing people together from all points on the compass… or, at least it usually does.

For 2021, international representation was far below the usual. I don’t have hard numbers but few of my overseas airshow friends could make this year’s event.

Internationally-Speaking

Despite the lack of international visitors EAA AirVenture Oshkosh afforded a large helping of personal contacts and conversations. Even in the age of Zoom and Skype, Facebook and Twitter, websites and YouTube channels, meeting in-person retains immense value, both personally and professionally. My article about the FAA “pivot” reported one of those fortunate meetings; same for the XE Part 103 helicopter resulting in our most-read Oshkosh 2021 article.

One objective of mine was achieved when a trusted, reliable source provided me with hard data about the state of the light aviation industry around the world. Most readers know I follow the U.S. market info closely and our Tableau Public website can satisfy those who want to drill all the way down to every last N-number-registered Light-Sport Aircraft or light kit aircraft that a Sport Pilot may fly.

What I lacked was international data. Now, I’m privileged to have some valuable information and I’d like to share some of the insights. Since Americans buy lots of imported vehicles of all types, knowing the larger light aircraft market is good for buyers and pilots like to be well informed.

I promised not to reveal either the source nor detailed specifics but much can still be gleaned from the data I received. Here I will provide a few glimpses. (For true data hounds, I might dive deeper later.)

How Do They Stack Up?
Global Fully-Built Light Aircraft

Viewed through the lens I was given, more fully built LSA or LSA-like aircraft are produced each year in other countries than in the USA. A portion of these are sold in the USA.

My neighbor and hangar mate, Roger Jennings poses with his new-to-him Tecnam P2008. Look for a future Video Pilot Report.

Generally, the rest of the world has focused much more on light aircraft than American developers. Two seat aircraft are far more common outside the U.S. Most other countries also drive smaller cars. Both facts may reflect much higher fuel prices.

As always, this website focuses entirely on LSA, Sport Pilot kits, and 103 ultralights. All following numbers report solely on that segment.

I surveyed 132 manufacturers of LSA or LSA-like aircraft as generally described above. More than 265 companies have produced in the last decade but about half are presently inactive when viewed through the dataset I studied.

Production of this sector of aircraft has been remarkably steady through the last three years, including 2020 (production during the year of Covid was off only about 7% as seen through my dataset).

Pipistrel’s sleek Virus.

Twenty of the 132 producers built more than 20 aircraft per year and five manufacturers exceeded 50 units per year. Overall around 1,500 fully-built LSA or LSA-like aircraft are added to the global fleet each year. This compares to around 700 LSA and Sport Pilot kits registered in America each year — making a roughly one-third/two-thirds relationship between the USA and the rest of the world (I repeat some of the 1,500 are delivered to U.S. customers). I caution you that this is very generalized information, may have errors, and cannot predict the future.

The front-runners in this dataset were Tecnam and Pipistrel. These two producers clearly lead the world in fully-built light aircraft over the last three years, although BRM Aero (Bristell) is closing. Unlike the latter, which was quite steady throughout the Covid panic, both Tecnam and Pipistrel are well off their prior-year marks (down 39% and 33%, respectively, according to the dataset I examined where BRM was up 5% from 2019 to 2020).

Aeroprakt has been rising in the USA and enjoys very steady production.

Others in the top ranking accelerated or held very steady, including Aeroprakt (up 15% ’19 to ’20), Van’s Aircraft (up 43% over those two years), and JMB (nearly identical all three years).

Over all three years and averaging the results, Tecnam was well out in front at more than three aircraft per week, followed by Pipistrel, BRM Aero, and Aeroprakt, all building more than 1.5 aircraft per week on average.

A large number of producers build 10-20 aircraft year after year while a mid-range group of 15 manufacturers bridge the gap between the leaders and smallest, “boutique” producers.

In the data I acquired, American producers — looking only at fully-built aircraft — account for about 13%, lead by Van’s and Icon. The dataset I am reviewing leaves out many kit-built aircraft that a Sport Pilot may fly and it may not reflect rising newcomers like Vashon. This analysis also omits rotary winged aircraft including gyroplanes.

Grouping U.S. kit-built registrations to the fully-built dataset, I can estimate worldwide light aircraft production (fully-built + kits) well exceeds 2,000 aircraft per year. This leaves out some kits in other countries, gyroplanes, and all Part 103 vehicles but represents a well-informed “guesstimate.” When attempting to gather all light aircraft in the global fleet, this 2015 analysis remains the best information available to show how many light aircraft exist around the world.

The numbers prove themselves this way: Take 2,000+ new aircraft a year for 30+ years and you have approximately today’s active fleet.

Teen Flying Around Globe

Zara Rutherford, age 19, is probably not your average young pilot. Here’s her plan…

“I am Zara Rutherford and my attempt is to be the youngest woman to fly solo around the world. Take off is planned for 10:30 local time on August 18th, from EBKT, Kortrijk Wevelgem Airport,” the aspiring round worlder wrote in an email. “I am hoping my flight will get more girls and young women worldwide interested in STEM and aviation.”

Do you think you have what it takes to fly around the world?

At minimum, such a trek involves lot of hours in a fairly confined space plus a challenging amount of waiting (for weather, maintenance, permission). At worst, it could be intimidating and dangerous, for example when crossing the frigid North Atlantic. You also have to cope with foreign languages and different customs. Your body clock would be catching up for weeks.

Zara has a good aviation foundation. She reports traveling in small planes since the age of six, skydiving at 11, and flying a plane at 14. After all that why not go for broke at 19? Ah, youth!

“I will be flying a Shark Light-Sport Aircraft,” Zara wrote. She chose Shark for its speed (150 knots, she reports). “It has very long range, is very safe and is extremely capable.” Shark is usually a tandem two seater but one seat has been removed to accommodate an extra fuel tank.

The current female record holder is American, Shaesta Waiz who was 30 years old at the time of her circumnavigation in 2017. The youngest male record holder is just over 18 years old.

Zara’s round-the-world flight starts August 18 and updated plans predict a finish by November 4, 2021.

Read more about Zara’s world record attempt on her website.

Remembering a Friend

For recent posts from AirVenture, readers have seen my use of the image to the right. Accurate because I focus entirely on LSA, Sport Pilot kits, and ultralights, the title “The Light Stuff” sums up my goals well.

The title isn’t new.

For 14 years I wrote a column I called “The Light Stuff” for Kitplanes magazine. The column name was an adaptation of “The Right Stuff” movie about astronauts.

Through those years, a man I learned to deeply admire edited the publication. Many readers will recognize the name Dave Martin from earlier days. He had an impeccable reputation earned through thoroughness and fairness, capability and approachability. I could never slack off when preparing material for Dave. He could be a tough taskmaster but also acknowledged when a piece was good. My writing undoubtedly improved because of years of input he offered me. I so enjoyed working with him.

With sadness I note his passing, alerted by mutual friend Phil Lockwood, developer of the AirCam (photo) in which Dave is seated when the two made a flight to the Bahamas. So long, Dave! Here’s Kitplanes editor Marc Cook’s eulogy.

Compress Post ...

For a week last month, the center of the aviation universe was headquartered in Oshkosh, Wisconsin — population around 50,000 until AirVenture brings in five times that many on the biggest days. AirVenture Oshkosh is arguably the most important aviation event in the world each year, bringing people together from all points on the compass… or, at least it usually does. For 2021, international representation was far below the usual. I don’t have hard numbers but few of my overseas airshow friends could make this year’s event. Internationally-Speaking Despite the lack of international visitors EAA AirVenture Oshkosh afforded a large helping of personal contacts and conversations. Even in the age of Zoom and Skype, Facebook and Twitter, websites and YouTube channels, meeting in-person retains immense value, both personally and professionally. My article about the FAA “pivot” reported one of those fortunate meetings; same for the XE Part 103 helicopter resulting in our most-read Oshkosh 2021 article.

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