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AirVenture Aftermath: Light Aircraft Sales Are Strong — FAA Listens but Major Problems Persist

By Dan Johnson || 12 Comments

EAA AirVenture Oshkosh 2021 is one for the history books. Initial reporting from the big member organization suggests 2021 was a return to normal attendance and exhibitors were not far behind.

One can always find a few empty spots and wonder if they failed to sell yet it is equally likely a company bought the space but could not attend or exhibit for a variety of reasons. To my eyes and by the numbers, Oshkosh 2021 looked to be a home-run success.

Stories will continue but here I want to address two very different views of AirVenture. On one hand vendors widely reported solid sales. On the other, FAA clarified some questions but raised others. Many frowns were reported when agency boss Steve Dickson held his “Meet the Administrator” session but let’s look at the bright side first.

LSA – SP Kits – Ultralights
Sold Well at Oshkosh

I did no survey and even if I had, what a vendor reports and what actually follows are rarely identical. However, a flow of unsolicited statements suggest that many airplane sellers reported taking multiple orders.

This is not a pace I heard at Sun ‘n Fun 2021, for example. That first show of the year was more tentative. People were still frightened by unrelenting news on TV and Sun ‘n Fun represented a first step back toward normal. Mind you, I considered the Lakeland show another big success; many others evidently decided by late July that the situation had improved enough for pilots to open their wallets.

Pilots who acted sooner scored an earlier delivery. Many at Oshkosh heard deliveries were already being quoted well into 2022. At Sun ‘n Fun we didn’t hear that.

My measurement of how the industry is doing is not only to assess the health of suppliers but the willingness of pilot consumers to think about a new purchase. Wary buyers hold back in times of uncertainty so sales of light aircraft at Oshkosh illustrates both pent-up demand and a sense of hopefulness by pilots expecting to get out and enjoy flying.

Used aircraft were also for sale and found buyers at AirVenture 2021. This handsome Quicksilver MX was Reserve Grand Champion in 1997. It’s been so well kept, it looked brand new.

At least a dozen producers or representatives told me about two or more confirmed sales (usually meaning money exchanged hands). My back-of-the-envelope calculation projects 30-50 unit sales during the event — and most vendors report better than 1:1 sales after the event compared to sales at the event. If all these come to pass, hallelujah!, the industry is looking alive again.

One segment that recorded excellent sales in the last two years is Part 103 ultralights. Based on multiple entries (see this article or a later one for examples that caught my eye), 103 is a highly active sector within light aviation.

I heard less about sales in the scaled-back kit area of AirVenture, but the Big Five in this sector appear to be continuing their steady business.

Saying “So Long!”
to An American Icon

Longtime readers of this website (very longtime readers, that is) will recall that when ByDanJohnson.com went live, hang gliding was still a significant part of our coverage. As Light-Sport Aircraft arrived in aviation and as ultralights subsequently went into a quiet period, hang gliders faded from my attention.

Bidding a very fond farewell to American hang gliding icon, Wills Wing, operating successfully for almost 50 years.

My changed focus, however, said nothing about hang gliding. While that activity has not grown much over the years, it has remained remarkably steady. Just like EAA, membership in the national USHPA (U.S. Hang Gliding and Paragliding Association) has also stayed the course.

Now, a major change is happening as those who gave birth to the industry reach retirement. The longtime leading producer of hang gliders in America, Wills Wing, saw the departure of two key leaders, Mike and Linda Meier. This change triggered a notable development: Wills Wing is moving to Mexico.

“What a fun day test flying the last gliders produced in Orange, California,” wrote Wills Wing president, Steve Pearson. Test flying a couple gliders before delivery to customers, a 235 Alpha and full-carbon T3, he said, “They fly so-so nice! Couldn’t have picked anything that I would have enjoyed more.”

Even as Wills Wing ceased manufacturing in the USA, the regional hang gliding group mounted a display at AirVenture 2021.

Then he added, “All the focus is on Valle from here on.” He refers to Valle de Bravo, Mexico.

Heading up the new south-of-the-border enterprise will be Rudy Gotes, a top-ranked competition pilot, and Wills Wing’s longtime distributor in Mexico. Wills Wing president Steve Pearson will be joining the new company as a partner and will provide critical support in technology, manufacturing, customer support, and product design and development. Production facilities for the new company will be headquartered in Valle de Bravo, Mexico, known around the world for its consistent, year-round flying.

In announcing this historic move, Steve listed some interesting facts: Wills Wing has been in business in California for 48.5 years. Over that time, WW-brand produced an amazing 29,368 gliders for an average of 606 aircraft per year. While hang gliders are much less expensive than airplanes, building 12 gliders a week, 2.5 every day, for 50 years represents a monumental achievement in aviation.

Owen Morse recently flew this very high-tech Wills Wing T3 to an out-and-return world record of 222.22 miles.

Congratulations to a job wonderfully well done for half a century to longtime Wills Wing proprietors — and personal friends of mine — Steve Pearson, Mike & Linda Meier, and Chris Wills.

The lone remaining U.S. producer of hang gliders is North Wing, also a supplier of lightweight trikes plus fully-built SLSA weight shift aircraft.

Stupid Fed Tricks?

Having already written (here about the coming LSA regs and here about the instruction dilemma), I want to bring two additional perspectives to assure readers these concerns are not simply my own opinion. The first is the newest info, AVweb’s July 31 report from AirVenture 2021. The second is composed of two videos that explain the situation in some depth.

Tom Peghiny (gesturing at right) helps FAA Administrator Steve Dickson better understand Light-Sport Aircraft. “He asked good questions,” said Tom.

I urge you to consider all relevant information. This entire situation exploded into pubic view during the month of July 2021.

For AVweb, journalist Russ Niles reported, “FAA Administrator Steve Dickson said it will take about four years to rewrite regulations governing flight instruction in aircraft other than those in the standard category and until that’s done instructors will need extra paperwork. Speaking at the annual ‘Meet the Administrator’ event at EAA AirVenture last Thursday, Dickson told the generally-disappointed crowd that in the meantime instructors will need a Letter of Deviation Authority (LODA) to teach people to fly in Experimentals. If they want to teach on Limited or Primary Category aircraft, they will need a written exemption. Dickson said he agreed the process is a ‘big documentation exercise, no doubt’ but it is also a legal necessity. ‘I am not any happier about this situation than you are,’ he said.”

Lots of people expressed their view about LODAs (Letters of Deviation Authority) at AirVenture, some more clearly than others.

Russ continued, “The new requirement came into effect July 12, 2021, a few months after a legal battle with a Florida P-40 operator revealed a contradiction between the regs and the guidance issued by inspectors. ‘We do need to rewrite the rule so that it says what we all want it to say,’ stated Dickson while expressing that the agency is doing everything it can to expedite the LODAs and exemptions and most of those received so far have already been processed. He also said writing a new rule is a complex process that will take four years and that’s why the paperwork has a 48-month term.”

Roy Beisswenger has taken a fresh lead in putting out great video information on FAA’s actions. He was instrumental in aiding LAMA as the manufacturer organization lobbied FAA for improvements and upgrades to Light-Sport Aircraft regulations. In the following two videos Roy does a deep dive into FAA’s latest stumbles.

Two videos are presented below; both are helpful in understanding this situation. Both were prepared before the comments from AVweb above.)

…from July 20, 2021…

…from July 13, 2021…

Compress Post ...

EAA AirVenture Oshkosh 2021 is one for the history books. Initial reporting from the big member organization suggests 2021 was a return to normal attendance and exhibitors were not far behind. One can always find a few empty spots and wonder if they failed to sell yet it is equally likely a company bought the space but could not attend or exhibit for a variety of reasons. To my eyes and by the numbers, Oshkosh 2021 looked to be a home-run success. Stories will continue but here I want to address two very different views of AirVenture. On one hand vendors widely reported solid sales. On the other, FAA clarified some questions but raised others. Many frowns were reported when agency boss Steve Dickson held his “Meet the Administrator” session but let’s look at the bright side first. LSA – SP Kits – Ultralights Sold Well at Oshkosh I did no survey and even if I had, what a vendor reports and what actually follows are rarely identical.

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AirVenture Day 5: Complying Part 103 Helicopter? …Not a Gyroplane? YES! …and Well Priced

By Dan Johnson || 17 Comments

What appeared in Composite-FX‘s display in the Fun Fly Zone were beautifully done flying machines that looked heavier and much more complex than John’s original Mosquito. They are neither, fortunately.

Owner Dwight Junkin and friend George Boynton replaced John’s open-cockpit Mosquito with a composite fuselage using long experience with such constructions. Dwight’s Florida company ultimately took over John’s work, moving the contents of the Canadian’s workshop to his base in Trenton, Florida.

In truth, not only is Composite-FX’s XEL a compliant Part 103 helicopter, it is modestly priced and  truly belongs with six other affordable flying machines in my AirVenture 2021 opening article. Given XEL is a full-on helicopter, always seen as very expensive aviation, an XEL that looks this good for $52,000 factory built is an excellent value if not a bargain.

Welcome to Part 103
Rotary Wing Flying

I mentioned a chance meeting. What does that mean? It turns out that when a few of us joined J Mont G (his on-air persona name) on EAA Radio from the Fun Fly Zone, I had a conversation with Composite-FX operations director, Norbert Richter, who asked me about FAA decisions reported a couple days ago (article).

This XE290 is an updated Experimental Amateur Built version of the original Mosquito. With an engine change and not much else being different, this could be the Part 103 model, XEL.

I told him something of high interest and as we explored this I finally got the message about the transition of Mosquito to XEL. Let’s check out this second generation machine.

XEL qualifies as a Part 103 ultralight aircraft in the United States by complying with limitations as clarified in AC-103-7. Powered by the MZ202 engine and equipped with floats, XEL weighs in at 312 pounds. Regulations say it can weigh 314 pounds*.

After John died, his company, Innovator Technologies, shut down and Composite-FX assumed the brand. Their work with John earlier and continuing on their own today has lead to more than 400 kit deliveries and about 150 XEL Part 103 ultralight helicopters flying in the USA.

Can You Fly a Helicopter?

I asked Robert how they handle flight instruction because Composite-FX only makes single place machines. While a two-place has been contemplated, that project has been shelved while other work demands their time; besides making four varieties of the original Mosquito, a non-piloted model has also found a market.

Until a two-place model emerges, they recommend the popular Robinson 22 as a basic trainer although they note the R22 “is regarded universally as a ‘squirrely’ helicopter [due to] its tricky handling characteristics. While the Mosquito is smaller than an R22, it has more docile handling characteristics.” Better training choices are a Hughes 269, Schweizer 300, or Enstrom, however, these are less available than the Robinson line.

The company also has a virtual reality training system that can help familiarize new pilots. On whole, Norbert felt it was reasonable for a new pilot to fly and he said most pilots will become rather capable in just 10-20 hours.

As their XEL model complies with FAA Part 103 it may be purchased ready-to-fly from the factory in the United States. XEL is supplied with floats, “one of the features that allows it into the ultralight category*,” noted the company.

“Pilot training is not legally required to fly a compliant Part 103 ultralight but to encourage proper training, Composite-FX builds a $2,000 incentive into the price. A customer with a minimum of 10 logged hours of dual instruction receives a $2,000 discount. That won’t pay for the whole 10 hours, Norbert said, but it will cover a good portion of the cost and encourages buyers to obtain at least minimal training.

The Mosquito derivative XE-series has been successful with more than 400 kits or fully-built 103 editions built (150 are Part 103 helicopters). The company is less sure about the number of delivered kits to get airborne as many have been sent overseas where it is difficult to track them but they believe more than 300 total units are flying.

Based on a low number of accident/incident reports they appear to enjoy a decent safety record. That may be the best proof of a “docile to fly” designation.

Composite-FX XEL Part 103 Ultralight Helicopter
SPECIFICATIONS
all figures supplied by Composite-FX

  • Powerplant — MZ202, Carbureted, Air Cooled
  • Empty Weight — 312 pounds (142 kg) *
  • Gross Weight (240 pound pilot) — 610 pounds (275 kg)
  • Maximum Airspeed — 70 miles per hour (112 kph)
  • Cruise Speed — 62.5 miles per hour (101 kph)
  • Main Rotor Speed — 540 revolutions per minute
  • Tail Rotor Speed — 2,500 revolutions per minute
  • Climb Rate (estimated) — 900 feet per minute (4.5 m/sec)
  • Fuel Capacity — 5 gallons (18 l)
  • Fuel Consumption (estimate) — 5 gallons per hour (45 l/hr)
  • Flight Duration — 1 hour

* Calculation of empty weight for XEL is based on FAA’s allowance of 60 pounds for floats. Adding that to the 254 pound maximum empty weight for a Part 103 ultralight vehicle yields an allowed total empty weight of 314 pounds. Landing on floats has been demonstrated, Norbert stated, but it is only advised for expert pilots on calm water as water makes an unstable surface. Demonstration is sufficient for FAA acceptance; XEL need not land on water all the time to qualify for the float allowance. Allowances are documented in FAA Circular AC-103-7.

EAB Models

Composite-FX‘s full XE-series model line includes the Part 103 ultralight XEL or three Experimental Amateur Built models: XE, XE 290, and turbine-powered XET. The XE is essentially the XEL with 12 gallons of fuel, while the XE 290 uses a more powerful engine and has a higher-than-103-compliant weight.

XET is the flagship of the XE models. Powered by a modified T62-T2A Solar Turbine engine, “the XET sounds awesome with the quintessential turbine whine, smells great with the consumption of Jet A fuel, and is very powerful with a steady 95 horsepower.”

An XET kit runs $50,000 before engine but a T62-T2A engine might be bought for as little as $12,500. For $15,000 more the factory will help you finish it. That makes $62,500 to $77,500 for a turbine-powered helicopter.

Customers may build experimental category XE models on their own or through a factory-assist program, and the average build time is 400-500 hours. The Part 103 XEL is available in kit form or factory built.

Check this video where I get lessons in flying a Part 103 helicopter — the interview portion follows a general introduction to Mosquito that was added more recently.

Compress Post ...

As EAA AirVenture Oshkosh 2021 winds down to a conclusion, a chance conversation brought the handsome aircraft below into clearer focus. I already knew about Mosquito and received a briefing to fly one captured in this 2013 video. I did not grasp how the producer evolved after original developer John Uptigrove‘s unfortunate demise in 2018. What appeared in Composite-FX‘s display in the Fun Fly Zone were beautifully done flying machines that looked heavier and much more complex than John’s original Mosquito. They are neither, fortunately. Owner Dwight Junkin and friend George Boynton replaced John’s open-cockpit Mosquito with a composite fuselage using long experience with such constructions. Dwight’s Florida company ultimately took over John’s work, moving the contents of the Canadian’s workshop to his base in Trenton, Florida. In truth, not only is Composite-FX’s XEL a compliant Part 103 helicopter, it is modestly priced and  truly belongs with six other affordable flying machines in my AirVenture 2021 opening article.

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AirVenture Day 4: Generation 3 Ultralight Electrics — Where Electric Propulsion Works Today

By Dan Johnson || 8 Comments

A mid-week demonstration featured Europe’s Volocopter and America’s Opener BlackFly. The two (three actually, a pair of BlackFlys flew) demonstrated their eVTOL flying capability. They could hardly have been more different.

Billionaires are investing in, uh, what to call them? …drones, multicopters, eVTOLs, UASs, UAVs, Powered Lift aircraft, the list literally goes on and on. The lack of a widely accepted generic name is one of several indications these air taxis of tomorrow are still in a fairly distant tomorrow.

Two industry experts gave me their judgment after viewing the Volocopter and BlackFly demonstrations. Both agreed the Volocopter presented better, performing a true demonstration of its vertical launch then transitioning to forward flight, manuevering, and then doing a landing. Both also said the BlackFly was much less impressive. “They just kind of bobbed and floated around, not doing any maneuvering or making a transition to forward flight,” each agreed. Both wanted to like each aircraft but one clearly won in their minds.

This story is not about either of these developmental vehicles, but here are two links for those interested in the Volocopter or BlackFly.

What’s Working Today?
Electric Part 103

In the lead photo (as seen on social media and our homepage), I imply that we are in a Generation 3 of electric aircraft. I admit that is completely arbitrary. The entire field is still too fluid to assign the likes of generations but let me explain my word choice.

I recall when Randall Fishman made some of the first public flights (at AirVenture and Sun ‘n Fun 2007). His electric trike performed quite well and showed some clever thinking. Randall went on to more sophisticated electric designs but he was too ahead of the market. I’m calling that and similar experiments of their day Generation 1. They are modern-day pioneers.

Then came a profusion of more sophisticated entries from around the globe. We have fixed wings, trikes, even gyroplanes that employed battery power to fly. Some of these got more elaborate. I even reported on a genuine hybrid electric C42 from Germany. I call the sum of all these developments Generation 2. These designs represent advances in electric propulsion state of the art.

At AirVenture 2021, I saw two examples of what I’ll call Generation 3 designs. These are battery electric designs but employ electric in different ways or use unconventional approaches.

Fusion eNano — Earlier in the week, I wrote about the Fusion Nano seen in the ultralight area. This product is on-sale and presently uses a lightweight, higher revving Italian two-stroke engine (though the engine manufacturer may change). Nano is a Part 103-compliant gyroplane with a modest price tag.

At the other end of the field is an electric project based on this platform. It’s clearly early stage but appears an interesting concept employing dual ducted fans for thrust. Since it isn’t done, it not worthwhile to speculate about how it will fly or what its range may be. They aren’t the first to try twin ducted fans. This Airbus project called E-Fan had a similar look.

Nonetheless, a Fusion eNano as a legit Part 103, is workable as a battery electric propulsion aircraft. I hope we’ll see it fly at a further AirVenture, but neither will I be holding my breath. So many of these electric projects don’t seem to endure, even the ones funded by billionaires to the tune of many tens of millions of dollars. I hope this one lasts; it’s intriguing.

Merlin Lite — You look at the images of Merlin Lite and it clearly has a gasoline engine up front (a Polini), so why am I including it in an electric article? Because it has a very innovative “electric assist,” I will call it. Develop Chip Erwin calls it DEP-OD, military-like nomenclature for Distributed Electric Propulsion – On Demand. These small wing motors, used briefly to enhance a phase of flight, need only a battery you can hold in your hand because they are not primary thrust power (though they add a good measure to the total).

I have a video in the works where Chip will explain this more fully and talk about its merits.

Here I will note that accelerating airflow over ailerons is very helpful to slow speed flight and not a new idea. You may have seen the photos of a modified Tecnam Twin with multiple small electric motors lined up all along the leading edge. The idea is to accelerate airflow over the entire wing so this aircraft could perform feats a conventional Twin could not.

By pushing air across the aileron, Merlin Lite with these small motors buried in the wings could maintain control down to nearly zero airspeed. The small wing mounted motor accelerates air over the wing, too, making for very, very short takeoffs. “It could cut takeoff roll by three times,” Chip suggested.

So Merlin doesn’t use electric power for main thrust but does make effective use of electric propulsion.

As a side note, Merlin Lite definitely will be offered with battery electric for primary thrust. Combine the wing (and possibly tail) in-wing thrust units with main power and you could have an ultralight with up to six motors, said Chip. Does that sound like a lot? Maybe, but Volocopter has 18 motors.

Electric has a future, I’m sure, but it has a present as well and it is in Part 103-type ultralights today. I’ll try to keep up for those many of you intrigued by electric.

Whatever the product timelines, these machines have large appeal.

Now something mostly for fun…

Jabiru importer and longtime industry expert Scott Severen demonstrated a rare but effective sales technique. His Jabiru J230-D has a cavernous aft cabin. It’s that large because in Australia, the same airframe can be turned into a four seater. *** Scott entered the aft cabin through Jabiru’s third door to answer question of a couple checking out an aircraft for sale. *** It appears her expression is one of approval …”Look at all that room back there!” Scott’s lanky build and tall height appeared to fit easily and he entered with ease. (Kangaroo not included.)

 

Compress Post ...

A mid-week demonstration featured Europe’s Volocopter and America’s Opener BlackFly. The two (three actually, a pair of BlackFlys flew) demonstrated their eVTOL flying capability. They could hardly have been more different. Billionaires are investing in, uh, what to call them? …drones, multicopters, eVTOLs, UASs, UAVs, Powered Lift aircraft, the list literally goes on and on. The lack of a widely accepted generic name is one of several indications these air taxis of tomorrow are still in a fairly distant tomorrow. Two industry experts gave me their judgment after viewing the Volocopter and BlackFly demonstrations. Both agreed the Volocopter presented better, performing a true demonstration of its vertical launch then transitioning to forward flight, manuevering, and then doing a landing. Both also said the BlackFly was much less impressive. “They just kind of bobbed and floated around, not doing any maneuvering or making a transition to forward flight,” each agreed. Both wanted to like each aircraft but one clearly won in their minds.

Expand Post ...

AirVenture Day 3: Whoa! Major Course Change for FAA on MOSAIC; It’s All Great!

By Dan Johnson || 80 Comments

As you readers must know, I prefer to focus mainly on the airplanes, on light aircraft. It’s what interests me and I’ve learned it’s what interests you* as well. I captured more cool aircraft news on Day 3 and I will return to that tomorrow. Today’s topic is different.

Affordable aircraft are important to many readers. I get that completely and that’s why my Day 1 report focused on six aircraft that are very easy to own. Speedy aircraft are of also great interest. In general I like to say (modifying a view expressed by Apple Founder Steve Jobs) that — “It’s all about the airplanes.” Other high-traffic features of this website include the SLSA List, PlaneFinder 2.0, and our market statistics.

However, one non-aircraft topic always draws lots of readers. When I report major moves by FAA that can have an impact on your ability to fly, you sit up at your smartphone, tablet, or laptop and pay attention.

I personally find it absurd that we wait for FAA to make regulatory decisions and then create or modify aircraft to fit their prescriptions. It seems infinitely more logical to me that the market creates aircraft pilots want and only then should FAA pursue regulation as needed to ensure public safety. Yet in today’s government-driven world, pilots must remain aware of what the aviation agency will do.

FAA Pivots Hard
…making Good Changes
(in my humble opinion)

We were happy to have Zoom’s technology in 2020 so we could meet with coworkers, bosses, friends, and family online when we not allowed to congregate in person. I observed, though, that use of Zoom tapered off after the novelty became the familiar. No matter how well that tech company did their job, faces on a screen cannot fully replace in-person meetings. It’s just not the same.

The magic of airshows and their ability to deliver in-person meetings showed their value yesterday at AirVenture Oshkosh. The following relates the story as best I could piece it together. Be advised this is not the final word on the subject. In fact, it is so fresh that changes are probable.

Our friends in EAA’s Advocacy department, lead by Sean Elliot and aided by experienced staff held a special Mosaic meeting with FAA. In such a gathering at AirVenture 2021, EAA team members reportedly pushed back on Mosaic regulations, calling it “overly complex.” (I was not present at this meeting, so this report is second hand.)

In the meeting, key FAA officials were present and in a remarkable development (which I am surely oversimplifying here), FAA agreed and in the space of a single meeting, listen to what occurred.

Steve Dickson (facing camera) was sworn in as FAA administrator on August 12, 2019 after being confirmed for a five-year term by the U.S. Senate on July 24, 2019. Dickson recently retired from service as the senior vice president of Flight Operations for Delta Air Lines.

The whole idea introduced in May of 2020 (see this article) set up Light-Sport Aircraft as a subset of something brand new called Light Personal Aircraft. The former would get bigger and more capable but it was the latter that appeared ready to invite still-larger aircraft, perhaps with four seats, retractable gear, faster speeds, and other abilities.

Light Personal Aircraft has apparently been scrubbed — just like that, in a single meeting …but one involving key decision makers including the LSA industry’s good friend, Earl Lawrence. An engineer with a strong CV, Earl has risen quickly within FAA and today is the manager of aircraft certification. He has long preferred simpler solutions and reportedly concurred that Mosaic plans for LPA were overly complex.

LPA is history, barely a year after it was first invented by rule writers. (Surely, we will hear more definition about this in coming weeks, but the preceding statement looks accurate according to several persons.)

Another part of the Mosaic proposals to-date is a formula method referred to as Power Index. Quite a number of you have done the math and tried to determine if one or another airplane can fit.

Flight Design USA boss, Tom Peghiny (gesturing) explains Light-Sport Aircraft to the administrator and other staff as Dickson prepared to try sit in and experience the new F2.

Power Index is also “probably” history, before most of us ever understood precisely how it will work. It, too, was judged unnecessarily complex and many people more qualified in engineering than me would quickly agree. In addition, it seemed a complicated way to accomplish an objective that could be achieved by other means.

The proposed 200-horsepower cap is “probably” history as well. According to reports, several FAA people recognized that the amount of horsepower is not a key determinant to FAA sticking to its LSA mantra of “Safe, Simple, and Easy to Fly.”

My advocacy partner, Roy Beisswenger, who attended several FAA briefings, said, “The key phrases to come out of an FAA meeting was that LSA should be defined as “easy to fly” or “docile to fly” and then let the industry define exactly what that means.” He added, “Different weights and categories of aircraft would be allowed as endorsements.” Endorsements have already been used with good success for basic Sport Pilots to advance their privileges.

The ASTM F37 group that prepares standards for FAA to use in accepting (or not) new LSA aircraft has been furiously working to prepare for all the Mosaic changes so aircraft can demonstrate meeting the standards soon after the rule is final, allowing sales to pilots. As those volunteers do their work and as we hear more, I will report more as quickly as possible.

So, Mosaic enters a new state of development but I view all these changes as positive. Keeping regulations simpler will enhance the ability of developers and users/pilots to follow them so they can perform their function efficiently.

An annual safety presentation (among other topics) was given by LSA Program Manager, John Stoll. He gave attendees his background and he is a light aircraft enthusiast himself. He flies and builds the sort of aircraft readers of this website enjoy.

* Modern websites provide information I never dreamed of having in, let’s say, the 1990s. WordPress, the open source software that helps me build this website, provides a wealth of data about where visitors are going on the website and which stories generate the most looks and shares. This data resource helps me produce the right stories that earn your attention. However, unlike some social media giants or numerous government agencies, we do not collect any personal data and we don’t share any data with anyone …and we never will! To the best of our ability, we deeply respect your privacy and the rights to your own data.

Compress Post ...

As you readers must know, I prefer to focus mainly on the airplanes, on light aircraft. It’s what interests me and I’ve learned it’s what interests you* as well. I captured more cool aircraft news on Day 3 and I will return to that tomorrow. Today’s topic is different. Affordable aircraft are important to many readers. I get that completely and that’s why my Day 1 report focused on six aircraft that are very easy to own. Speedy aircraft are of also great interest. In general I like to say (modifying a view expressed by Apple Founder Steve Jobs) that — “It’s all about the airplanes.” Other high-traffic features of this website include the SLSA List, PlaneFinder 2.0, and our market statistics. However, one non-aircraft topic always draws lots of readers. When I report major moves by FAA that can have an impact on your ability to fly, you sit up at your smartphone, tablet, or laptop and pay attention.

Expand Post ...

AirVenture Day 2: LSA Sales Backlogged • Fun Fly Zone Relocation

By Dan Johnson || 6 Comments

Day 2 AirVenture began with “rain that went sideways,” according to one vendor. After a late night cranking out a report, I was grateful for an excuse to get another hour’s sleep. The overnight rain gave way to another beautiful, if hot, day in Oshkosh.

Tuesday, I hiked up to the north side, where the main displays are located. Most of the higher end Light-Sport Aircraft are located in this high-traffic area. Several LSA companies have jockeyed for years to find what they consider to be the optimal location for their exhibit. Being near the main foot-traffic road is very alluring to vendors.

In almost two decades of Light-Sport Aircraft (the then-new rule was announced at AirVenture 2004), LSA have integrated themselves into mainstream aircraft manufacturing …and not simply because of the aircraft offered. As late-night TV ads once said, “There’s more!”

LAMA board of directors member Phil Solomon — active in the flight school business and a former importer of Tecnam — expressed that the sales of LSA and the growth and development of the industry is only one of its successes. The method of gaining “acceptance” (FAA’s preferred term) has been so well regarded that it has affected how Part 23 aircraft will be approved in the near future. Using industry consensus standards created by industry experts with guidance from ASTM has allowed far more rapid changes than is possible under a prescriptive FAA certification system. Aircraft get better and safer, faster.

Sales Running Strong

Perhaps it’s because Americans have been saving at a far-higher-than-usual pace in 2020 and into 2021. Perhaps it’s what happens after eighteen sluggish months dominated by virus talk. Perhaps the industry has matured to such a state that more pilots have faith in the products; the LSA safety record has been “acceptable,” FAA has often stated.

Can “sleek” and “gnarly” combine in one aircraft? Maybe, if it’s Pipistrel‘s Virus LSA using tundra tires. Many pilots like the look.

Maybe it’s simply a statement that it feels good to be getting back to normal. While EAA has signs at entry points recommending (but not mandating) face masks for unvaccinated visitors, few wore them, less than 5% use, I’d estimate. Of course, we are mostly outside, in the sunshine, with a breeze blowing. Everyone I’ve met outwardly celebrates a “normal” feel to the airshow.

…and it’s busy. I will not be surprised to hear some record numbers; fly-in airplane parking is close to using every available space.

Whatever the explanations and many more are possible, it appears at least the larger, stronger Light-Sport Aircraft manufacturers are experiencing solid business. Several told me so straightforwardly. Some companies are taking orders for delivery well into 2022 — and this is not because they can’t get enough computer chips (like the auto industry) or other supplies. They have enough orders in hand to cause this situation.

ICON — Once-closely-watched Icon Aircraft is back at AirVenture with a large, impressive display — though far more conservative than a few years back and not right on the main walkway as they previously were. After a difficult company reorganization and subsequent personnel turnover, the company has added new staff, drawing experience from other manufacturers to rebuild their approach. Icon arrived on the scene with such gusto that they raised expectations to the moon. That’s a high bar. When manufacturing costs proved higher than first expected, prices rose sharply to levels not seen among LSA. More recently, other brands have made their models more luxurious, added more advanced avionics, and powerful engines like Rotax’s 915iS. This has brought their prices closer to Icon’s though the A5 remains top of the price pyramid. New management is aware they have work ahead but fresh talent, adequate financing, and a resolve to move forward are a big help. Icon reported achieving Primary Category certification; this can help make sales into countries that do not use ASTM standards.

VASHON — Another company reporting a full order book is West coast-based Vashon Aircraft. One area of success for the company closely associated with Dynon Avionics has been with flight school operators. That’s why Vashon showed a full IFR Ranger at AirVenture 2021. Company owner John Torode acknowledged that this does not permit flight into IMC but can let Ranger be used for instrument instruction. Flight schools like the familiar, and very sturdy, construction of Ranger. They know its Continental engine. The flight school market is important for Vashon, complimenting a warm reception they’ve received from individual pilots. Vashon remains a relative bargain in the LSA field. Their booth buzzed with activity while I visited with John.

SCALEBIRDS — Sam Watrous and his ScaleBirds team have been on a tear with their excellent scale replica light aircraft. These are Experimental Amateur Built aircraft but they’ve made a solid effort to make building go as easy as possible. The aircraft carefully replicate the original versions, so purists looking for that certain look can get it but in a much more affordable package than the original it mimics. Sam runs the enterprise with his son Scott and a group of support people that help them in the project. ScaleBirds was looking good in the revised North Aircraft Display area, colloquially referred to as the “Kit-Built Area.” Most folks are attracted to bright polished aluminum surfaces. Certainly all that elbow grease pays off at big airshows like Oshkosh.

And, speaking of area movements…

Changes Ahead

FUN FLY ZONE RELOCATION — It may be sign of success. Judging from a full contingent of vendors in the light plane area, with a few vendors reporting they could not get space until someone backed out, this area reflects the health of light aircraft and ultralights. As with the LSA purveyors up north on the field, the Fun Fly Zone airplane sellers are reporting solid activity in leads and sales.

At least some vendors had been informed about and were therefore discussing a possible movement of the Fun Fly Zone, colloquially known as the “Ultralight Area,” to a position further south on Wittman Field. Historically, this area has already moved considerably south. It was once much closer to the Vintage Aircraft area (near Theater in the Woods).

Proposed with the new idea being discussed is a longer, better positioned runway. To their credit EAA and the Ultralight Area managers over the years have made the angular Ultralight Area strip work successfully. Yet to maneuver for short final, pilots must make a series of turns, all while staying well west of traffic on the main north/south runway. It is far from optimal even if good leadership and cooperative pilots have made the current runway work.

This week, EAA is demonstrating once again that they know how to produce a great show so I’d expect they’ll make the Fun Fly Zone relocation go well and look good.

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Day 2 AirVenture began with “rain that went sideways,” according to one vendor. After a late night cranking out a report, I was grateful for an excuse to get another hour’s sleep. The overnight rain gave way to another beautiful, if hot, day in Oshkosh. Tuesday, I hiked up to the north side, where the main displays are located. Most of the higher end Light-Sport Aircraft are located in this high-traffic area. Several LSA companies have jockeyed for years to find what they consider to be the optimal location for their exhibit. Being near the main foot-traffic road is very alluring to vendors. In almost two decades of Light-Sport Aircraft (the then-new rule was announced at AirVenture 2004), LSA have integrated themselves into mainstream aircraft manufacturing …and not simply because of the aircraft offered. As late-night TV ads once said, “There’s more!” LAMA board of directors member Phil Solomon — active in the flight school business and a former importer of Tecnam — expressed that the sales of LSA and the growth and development of the industry is only one of its successes.

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AirVenture Day 1: Welcome Back, Oshkosh! TODAY: Affordable Airplanes in the “Fun Fly Zone”

By Dan Johnson || 2 Comments

WOW! It’s great to be back at a major airshow. I imagine every single person on that immense stretch of show grounds (way past a mile north to south!) felt largely the same way I did.

Airshow buddies. Cool aircraft to check out. All manner of compelling gear to make your bird better. Forums on a wide variety of topics. Terrific aerobatic acts and a constant, joyful racket of airplane noise. Oshkosh is literal aviation sensory overload and every person present is splashing around in it like a kid in a backyard pool. Whee!

Fun Fly Zone
Where Affordable Aviation Lives

Short story first…

Midwest LSA Expo organizer and airport manager, Chris Collins models the new trailer Videoman Dave built for me to follow him all over Oshkosh.

My Canadian videographer Dave Loveman was denied entry at the border (long story) so I’m flying solo this year. I will concentrate in areas as the show is simply too big to cover top to bottom unless you have wheels — and they are reserved for a gilt-edged few. Most of us hoof it (or tram it), and did I mention the space stretches well over a mile plus miles more back and forth between exhibit spaces and aircraft. Aviation shows need lots of room and Oshkosh is the biggest of the big.

When Dave can attend he uses a scooter (that can go literally anywhere …it’s a golden ride). He’s fitted his deluxe scooter with a tiny wheeled trailer, which I mount and then hang on for dear life as we wheel all over the grounds in minutes. Man, do I miss that speedy, if overly attention-getting, ride.

What follows will be key photos of the day plus a short paragraph. Each of these is worthy of its own story and when the show is over I will organize the best of these for a deeper dive. All of them, every one, are quite affordable.

Fixed Wing – Gyroplane – Powered Paraglider – Biplane – Trike – New LSA

BADLAND AIRCRAFT / F-SERIES — Chris Duell made a big change since I last ran into him (article here) and his new Badland F-series of legit Part 103 fixed wing aircraft. He moved from his longtime home in Las Vegas, Nevada to southern Minnesota. He was able to expand to more spacious quarters and beamed with pleasure at having enough room in a completely different surrounding. He recently bought this original Badland (nearby image) from a customer who had equipped it with tundra tires  that looked great but might push it over Part 103 limits. Smaller tires as seen in the background make the numbers, Chris proved. He’s got airplanes flying, kits in progress, and orders to build. Here’s an affordable fixed wing aircraft many can like. F-series uses the Polini Thor engine with an E-Props propeller. Chris is pleased with both.

Dan Feldman demonstrates the “taxi mode” of his Dragon quad. At this balance point it looked effortless.

DRAGON QUAD PPG — A newcomer in the space is this simple but effective looking “quad” from Dragon PPG. These carriages are the next step for foot-launched powered paragliders. Purists will still prefer that method but those who aren’t confident in running launches and landings may elect an undercarriage. These need to be much leaner than the construction of a two-place, Rotax 912-equipped powered parachute; they’re pretty different aircraft. Yet these are highly affordable, offer splendid visibility, and are light enough to make transport easier. Developer Dan Feldman put Dragon PPG together in just six months but has tested it and had experts put it through its paces …with flying colors. Dragon is powered by a 50-horsepower Rotax 503 giving the Part 103 light aircraft a very spirited climb (most PPGs used 35-horsepower engines or smaller, though they carry less weight.) Dan said an ample supply of zero-time rebuilt 503s is available.

When interested in an aircraft, it’s always a good idea to try one on for size. It was quite comfortable.

FUSION NANO (GYRO) — Gyroplanes have been a hot spot in light aviation for several years. The models have become increasingly deluxe with several top competitors in the space volleying back and forth for more sophisticated aircraft. They have indeed become beautiful flying machines. However, while most are still affordable compared to many top fixed wing LSA, they have priced themselves higher with each improvement. Single seat gyroplanes — like the Bensens and others when the category was founded — are very rare …until now. Fusion Copter makes a very affordable gyroplane that looks to deliver fun flying in that rotary way. In an earlier article I described the aircraft in more detail and I will have fresh news about this aircraft in the weeks ahead.

HIPERLIGHT — Ron Jones has been selling a kit version of the Sorrell Brothers’ Hiperlight series since he took over in 2004. The design dates to the early 1980s. For all that time, this longtime model has only been available as an Experimental Amateur Built but that is now changing. Ron reported (a video will follow with more details) that he has been working diligently for many months to go through the ASTM standards used by FAA to “accept” (not “certify”) a new Special LSA. He expects to complete the project by the end of 2021 and then enthusiasts can buy a factory-built Hiperlight. After checking out several engines, Ron settled on the Jabiru 2200 four-cylinder, 80-horsepower engine. As Hiperlight is, well… light, this provides exhilarating performance, he said.

Remarkably, an Aeros Ant trike can be carried in three bags, seen here.

AEROS ANT (TRIKE) — Years ago I visited Aeros in the Ukraine. They were developing into a major supplier of hang gliders but were also contract building the Sky Ranger for a French company. It was a primitive working environment for many ex-Antonov workers (when Communism collapsed, many experienced workers and engineers were thrown out of work) but those people turned out some very nice products despite the challenges. Now, years later, their hang gliding background still lives and the Ant is a product aimed at that market …or anyone else looking for a very affordable price tag (below $20,000 ready to fly). Not only is the aircraft a bargain but it can literally pack down into three bags you could carry on and in most vehicles. Plus, Ant can retract its main gear in flight and packs down quickly for compact hangar storage as well.

CARLSON SPARROW — Welcome back to Ernie Carlson’s Sparrow! I knew this project was in the works (as reported earlier), but David Cooper and his helpers have been head-down learning the product and supplying some information that went missing through two previous owner changes since Ernie passed away. David acquired design rights, tooling, and inventory for Carlson’s single place Part 103 Sparrow and the two place Sparrow XTC. He had an example of the latter at the show; it’s the one they used to remeasure and confirm certain aspects of the design. After sorting out many details, David is now ready to start work on production. He will continue, of course, with the MiniMax line. The latter is nearly all wood, while Sparrow uses welded steel and aluminum construction. It’s great to see David keeping these two long-lived models alive and well.

OK, it’s late and Tuesday is already here. So, that’s a wrap for today. Let’s see what I can find tomorrow!

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WOW! It’s great to be back at a major airshow. I imagine every single person on that immense stretch of show grounds (way past a mile north to south!) felt largely the same way I did. Airshow buddies. Cool aircraft to check out. All manner of compelling gear to make your bird better. Forums on a wide variety of topics. Terrific aerobatic acts and a constant, joyful racket of airplane noise. Oshkosh is literal aviation sensory overload and every person present is splashing around in it like a kid in a backyard pool. Whee! Fun Fly Zone Where Affordable Aviation Lives Short story first… My Canadian videographer Dave Loveman was denied entry at the border (long story) so I’m flying solo this year. I will concentrate in areas as the show is simply too big to cover top to bottom unless you have wheels — and they are reserved for a gilt-edged few.

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AirVenture Day 0: Say Good-Bye to Rotax Two-Stroke Aircraft Engines

By Dan Johnson || 14 Comments

As AirVenture Oshkosh 2021 starts, we have arrived at a long-awaited beginning to the world’s biggest airshow.

AirVenture Oshkosh 2021 opens Monday July 26th and I am on-site to capture all the best news I can find for light aircraft.

Regretfully, my Canada-based YouTube partner, Videoman Dave, was denied entry by Homeland Security — his occupation was “deemed not essential” — so I’ll be flying solo to write daily articles and record video.

End of an Era?

As a company news release issued just before Oshkosh shows, we have also arrived at the end of an era. Rotax announced that the Austrian engine manufacturer will cease production of their last two-stroke powerplant, the twin-cylinder, 65-horsepower 582.

Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax’s four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.

Aircraft models on the lighter end — which I often group under the banner of “alternative aircraft” — work well with smaller, lighter engines that are almost always two-stroke. Such aircraft include trikes, some powered parachutes, nearly all powered paragliders, and, of course, virtually the entire fleet of Part 103 ultralights.

On July 22nd, as AirVenture 2021 begins, BRP-Rotax announced that it would be stopping production of “the legendary two-stroke Rotax 582 UL aircraft engine by end of 2021.”

The European engine builder explained, “This decision has been taken considering the nearly full transition of the light and ultralight aircraft market towards four-stroke aircraft engines.”

I will observe that when Rotax uses the term “ultralight,” they refer primarily to European flying machines that are closer to LSA than American Part 103 models. The latter have very rarely employed four-stroke engines though they once used two-stroke Rotax models widely.

Rotax History

When I first discovered the Rotax brand, I used the single cylinder, 22-horsepower 277 engine. In those days, the Rotax 277 was everywhere. It was the first two-stroke powerplant Rotax discontinued.

Rotax’s 50-horsepower twin-cylinder 503 was one of the most popular two stroke engines ever to power light aircraft.

Following the R-277 came twin-cylinder models 377, 447, 503, and 532, which finally became the 582. All of these except the 377 enjoyed huge popularity. Another, the 618, saw limited use. While some experimenters repurposed snow mobile engines for aircraft use Rotax never sold these as aircraft engines.

Before Rotax entered and subsequently dominated the light aircraft space, other engines, such as Cuyuna, were widely used but Rotax’s professionalism swiftly moved the company to the head of the parade. In those early days, light aircraft engines were almost never supplied  by large companies due to concerns about liability for what was then a new aircraft sector.

“The Rotax 582 UL engine is the last two-stoke aircraft engine in series production and was definitely part of our company success in the past,” said Peter Oelsinger, General Manager of BRP-Rotax. “The decision however reflects the market reality. Almost 100% of the customers select four-stroke engines; a demand that we can definitely fulfill with our range of innovative and high-quality four-stroke aircraft engines,” he added.

Not Gone Yet, But Act Soon

Rotax advised the 582 UL will still be available via the Rotax authorized distribution network worldwide for long as existing inventory lasts at distributors. If you want to purchase a new 582, you should act soon before supplies run out.

A Rotax 582 overhaul kit offered by Lockwood Aircraft.

Is it a gamble to install an engine the manufacturer is discontinuing? No, not really.

Rotax has built a highly-regarded global service network. The company and its representatives and distributors will continue to provide technical service for all existing Rotax 582 UL customers and aims to provide Rotax genuine spare parts availability up to 10 years after stopping production.

Also, as many designers or builders have found, the used market can provide these engines for years and many of them are available with relatively few logged hours.

With good maintenance, Rotax’s 582 is likely to be flying for many more years.

Compress Post ...

As AirVenture Oshkosh 2021 starts, we have arrived at a long-awaited beginning to the world’s biggest airshow. AirVenture Oshkosh 2021 opens Monday July 26th and I am on-site to capture all the best news I can find for light aircraft. Regretfully, my Canada-based YouTube partner, Videoman Dave, was denied entry by Homeland Security — his occupation was “deemed not essential” — so I’ll be flying solo to write daily articles and record video. End of an Era? As a company news release issued just before Oshkosh shows, we have also arrived at the end of an era. Rotax announced that the Austrian engine manufacturer will cease production of their last two-stroke powerplant, the twin-cylinder, 65-horsepower 582. Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax’s four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.

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LSA Update: Pre-AirVenture Oshkosh 2021 — Aircraft, Products, Dealers, Achievements

By Dan Johnson || 12 Comments

Well, FINALLY, AirVenture Oshkosh is barely a week away. It seems like forever, doesn’t it? It has been two years but feels like a decade. I hope you can attend, but if not, I plan to be on-site all week gathering the latest about Light-Sport Aircraft, Sport Pilot kits, and ultralights.

In this edition of “LSA Update,” I’ll cover an update about…

1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer’s new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines.

Let’s get this show underway…

Jabiru USA

One of the earliest Light-Sport Aircraft to be approved was the Australian Jabiru brand.

Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D. The “SP models came from an earlier U.S.-based manufacturing arrangement. The “D” denotes the manufacturing now conducted in Australia.

When you are an early entrant you have time to get the details right and flesh out the operation.

Now in the capable hands of Scott Severen, who runs US Sport Planes and took over from Jabiru USA founder Pete Krotje, Jabiru has matured to one of the leading LSA suppliers. It is the only Australian fixed wing aircraft brand to successfully enter the U.S. market.

The company remains a member of a very select club that manufactures both airframe and engine.

All Jabiru models appear compact but actually have spacious interiors; especially the latest J230-D has a cavernous aft area (where people sit when the same base airframe is used to make a four seater). A third door for this purpose serves U.S. pilots by making the loading of luggage (or your pet) easier.

With its 4th Generation six-cylinder engine producing 120 horsepower, Jabiru J230-D will satisfy a lot of pilots. Stop by their space at AirVenture and perhaps you’ll meet some of their owners that will attend another annual Jabiru Owners Group (JOG) gathering.

Beringer

Known far and wide for their distinctive orange-ish wheels, Beringer has built a premium brand serving aircraft from the lightest LSA to Cirrus’ SR-series.

The France-based company with a permanent U.S. operation has numerous products in support of airframes including the unique locking tailwheel and their wheel shocks. Now, they have something new.

Beringer’s SensAIR™ system is connected to a mobile app on your smartphone (image) thanks to pressure and temperature sensors fitted to your Beringer rim. Sensors are normally switched off to save the battery (2 to 3 years lifetime) and are activated when the smartphone is detected within a 30-foot radius (10 m).

Low pressure and temperature levels are set by the user on his smartphone so he or she can receive a notification.

No need to crawl under your plane to check pressure anymore, thanks to SensAIR you can check your pressure before and during each flight! SensAir is available now for 4-, 5-, 6-, and 8-inch wheels.

Seamax

With fabrication in Brazil, Seamax has been in the U.S. market for many years, earning FAA acceptance as #63 in our SLSA List.

In the last few years Seamax has substantially upgraded their U.S. representation with full-time facilities adjacent to the prestigious campus of Embry Riddle Aeronautical University. From this ideal location they can cover the Eastern U.S.

Now, Seamax is pleased to announce a new dealer based in Tulsa, Oklahoma. The seaplane maker now offers support, training, and sales for several Midwestern states. The new business is called Central Seaplanes and they become the official sales agent and brand representative for Oklahoma, Arkansas, Missouri, Kansas, Colorado, New Mexico, and Texas.

Central Seaplanes will provide mechanical and maintenance service to Seamax aircraft in association with Johnson Aviation of Tulsa and plans to provide flight training in association with Destinations Executive Flight Club of Tulsa.

The Oklahoma dealer recently acquired two fully-equipped Seamax M-22 aircraft to their fleet and. One M-22 is equipped with IFR gear, which allows a pilot in training to log instrument hours at competitive rates.

Central Seaplanes, LLC is a father-daughter, veteran-owned business represented by Kira and Todd Lang.

Todd is a former fighter pilot with 40 years of aviation experience and 11,000 logged hours with CFI, CFII, and MEI instructor credentials. Currently, he is an international Boeing 767 Captain for a major U.S. airline. Todd also holds a Master’s degree in Business Administration from Embry Riddle.

Kira has an Associate degree in aircrew safety systems technology, a Bachelor’s degree in aviation management and a Master’s degree in aviation and space science. She is currently finishing her doctorate. Kira received her Private Pilot certificate when she was 18 years old.

Kira said she has always dreamed of starting her own business with her dad. She has a passion for aviation and has thrived in the industry. She intends to dedicate her time to the success of Central Seaplanes and their association with Seamax aircraft.

Dragon PPG

Welcome to Dragon PPG (powered paraglider).

This quad — a term describing the four wheeled carriage some powered paraglider enthusiasts prefer — “is a new concept,” said Erin Thorson about designer Dan Feldman‘s work. Dragon will make its official debut at AirVenture 2021. Thorson is a 30+ year A&P and former Air Force aviator.

“Considerable research and thought have been put into producing a high quality seated powered paraglider that meets all FAR 103 requirements,” wrote Erin. Dragon PPG is aimed at taller and heavier PPG pilots. The design features a roll cage for protection. Such a configuration is common in powered parachutes (different aircraft, if you aren’t familiar) but quads have previously been very light weight construction that mainly aimed to provide some structure to accommodate wheels, and not much more.

Based on Rotax 503 power, Erin described thrust of the engine as “incredible!” Dragon was weight tested at 4Gs assuming a 220-pound pilot. Commonly, powered paragliders prefer the lightweight, higher-revving Polini engine (see next news item).

“Last week, Eric Dufour, a world-renowned paragliding pioneer and well respected paramotor instructor, personally flew the Dragon PPG and loved everything about it,” wrote Erin. “I have witnessed the Dragon fly; it is a rocket!”

Dragon PPG is made in the USA.

“The challenge (and frustration) for many quad PPG pilots is a lack of power and thrust and overall structural integrity,” continued Erin. “Dan set out to design a wheeled powered paraglider [carriage] using heavy-wall aluminum for the main structural components with aluminum clamp devices and U-channels clamps to secure the tubing. The reason is primarily to add strength to the tubing without drilling of holes which can weaken the structural integrity of the frame.”

He reported the Dragon frame and engine have been designed to meet FAR 103 requirements. The Dragon frame itself can also be purchased as a stand alone frame without engine if the customer desires.

E-Props and Polini Engines

In early July 2021 flying enthusiasts participated in the second edition of a STOL competition for ultralights (with engines limited to 100 horsepower) in the south of France. The contest was organized by the French Federation, FFPLUM.

“The propeller is a very important equipment to succeed in this kind of competition,” the company wrote. “E-Props is proud to have won the first three places.”

Earlier, on the weekend of June 17, 18, and 19, the French Open Training Slalom 2021 at Sevins Le Lac, “the podium was monopolized by pilots using Polini Thor engines,” boasted the Italian engine maker. Champion Alexandre Mateos, an ace of this sport, dominated results winning in his debut with the new Thor 303. Commonly, E-Props have been paired successfully with Polini.

In second position was Jeremy Penone using the super-tested Thor 250.

In third, winning the bronze medal, was Marie Mateos also using the new Thor 303. Marie reached a new goal with Thor Polini engines. After previously winning the female category, in this recent competition she was the first woman to be on the winner’s podium ranked equally with male pilots.

In a similarly timed event called “Slalomania,” in Bornos in the south of Spain, the Slalom Open Spanish Championship took place. “Once again the pilots powered by Thor 303 engines confirmed this engine is superior for powered Paragliders,” reported Polini.

Of the 21 pilots that took part to the competitions, 16 chose Polini Thor engines.

…but, of course, all the above is merely the tip of a large iceberg.

I hope to achieve sensory overload at Oshkosh ’21 and I will do my best to transmit that excitement to you. Watch for the bright orange logo denoting coverage from the big show.

Off we go!

Compress Post ...

Well, FINALLY, AirVenture Oshkosh is barely a week away. It seems like forever, doesn’t it? It has been two years but feels like a decade. I hope you can attend, but if not, I plan to be on-site all week gathering the latest about Light-Sport Aircraft, Sport Pilot kits, and ultralights. In this edition of “LSA Update,” I’ll cover an update about… 1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer’s new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines. Let’s get this show underway… Jabiru USA One of the earliest Light-Sport Aircraft to be approved was the Australian Jabiru brand. Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D.

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Streaking through the Sky — JMB Aircraft’s VL3 Gets Clean and Goes Fast

By Dan Johnson || 24 Comments

The age of Light Personal Aircraft is not far off in the future but is that where “fast-glass” LSA are headed?

Certainly, some LSA producers have ambitions for four seat cruisers or tougher bush aircraft or larger load-carrying aircraft to satisfy pilots that want more capability from their aircraft.

Those goals are fine, of course, but they are not what stimulates leaders and engineers at JMB Aircraft, a restless bunch that loves flying their screaming machine as fast as they can.

How fast is it? I went aloft with dealer Kyle Schluter to find out.

I also learned about the fuller product line and what Sport Pilot certificate holders can do to own and fly one of these impressive aircraft. (Article updated 7/17/21)

Orange Lightning in the Sky

Maybe it doesn’t look familiar but VL3 has already been seen by Yankee pilots under the brand name Gobosh and with the model designation 800XP. Gobosh emerged in the early days of LSA. Today you know this aircraft as VL3 and it doesn’t seem the same.

The fellows importing 800XP from then-producer Aveko rebadged the aircraft for the American market. It featured fixed gear and a fixed prop to meet the LSA regulations of the day. They also added wing area and for good marketing measure, they added sexy upward-curved winglets.

Irony: The older model is essentially the LSA version that JMB plans for the U.S. market. So, yep, while the model in this report is the speediest version, a simpler — and LSA compatible today, even before the 2023 regulations — model is already waiting for American pilots that many need or prefer an LSA.

No question though… what gets most pilot hearts beating harder is the speed VL3 has been able to achieve with a Rotax engine.

VL3 was already known as a very fast flyer …and then Rotax introduced their 141-horsepower 915iS. Engineers at JMB eagerly accepted the challenge of adding the potent new powerplant to their sleek airframe and the results are strong.

In the present time — before big changes coming with the so-called Mosaic regulation — everyone knows LSA are limited to 120 knots indicated at maximum cruise at sea level. Note that most of the speed references in this article are true airspeed, and FAA does not dispute that this figure can be significantly higher than at sea level.

When American builders go the Czech and work on building their kit to qualify, as presently needed, as an Experimental Amateur Built aircraft, they can take full advantage of the speed potential of this airplane. Of course, that procedure may change after 2023 when LSA are allowed to fly faster or when VL3 can become a Light Personal Aircraft with even more capability.

You should note that JMB, along with most Euro designers, likes to quote max speeds in not only true airspeed but in kilometers per hour. I don’t blame them. It makes the number higher and if you don’t think this has any meaning then you probably don’t understand a product priced at $29.95, either. People are affected by a number and 370 kilometers per hour certainly does sound fast.

VL3 has retractable gear with full gear door covers.

VL3 is able to achieve these speeds thanks to a very clean all-carbon-fiber airframe. The model also has a relatively short span (under 28 feet).

The company lists climb rate at 2,000 feet per minute, a 2,000-kilometer (1,250 statute mile) range and a fairly modest 600-foot takeoff roll. Those are certainly very strong bragging rights, and on my recent flight, I found these numbers believable.

Safety Figures High, Too

Safety is important to JMB engineers as well. I flew in a VL3 with an airframe ballistic parachute. That’s one feature but hardly all. In fact, it’s for last-resort use.

JMB reports that VL3’s airframe has been subjected to a rather amazing +15 Gs of positive load and –8 Gs of negative load. That occurred in a test to failure; normal operational limits are +5 –2.5 Gs. VL3 is not intended for aerobatics but can stand up to the rigor of higher speed flight.

Kyle Schluter fills VL3’s left tank (32 gallons can be carried). In the foreground you see the parachute mount location with the breakaway edges.

Pilots have tested VL3 up to 248 knots indicated airspeed (459 kph or 285 mph) to determine if flutter appears. It did not.

An Angle of Attack (AoA) indicator appeared on the Garmin G3X to help the pilot stay within safe speeds. As do many LSA producers, JMB includes an ELT, promotes on-screen traffic advisories, plus stall strips have been fitted near the wing/fuselage junction to improve controllability at slower speeds.

Given JMB salesman talk about speed all the time, you may start to wonder as I did. OK, fine, it blazes, I thought, but what are its slow speed characteristics? Some previous fast-glass designs have so focused on speed that a short off-field landing could be threatening because landing speeds remain high. Not on VL3.

VL3 has a well-refined automotive-like interior finish.

As Kyle approached to land, he lowered flaps to 15 degrees; this setting is used for takeoff as well. Using 33 degrees substantially steepened approach and the full-down 55 degrees of split flaps are needed only for the shortest field.

As he lowered flaps and worked to slow down this race horse, I was pleased to see how well behaved VL3 remained.

I had a clue because we did a series of stalls and VL3 had already shown great slow speed stability and control but also remarkably slow speeds. Stall happens modestly in the low 40 knot range. From 42 knots or so stall to 165 indicated top cruise, we see the 4:1 slow-to-max ratio that is the holy grail of airplane design.

Now in the US of A

With import operations based on the West Coast, Alion Aviation engaged dealers in the Midwest and the east to help promote and service the aircraft.

Left arrow identifies the prop control on VL3. The right arrow shows presets you can make, in this case, takeoff setting. Note parachute handle at right.

One of these is a father and son team, Dirk and Kyle Schluter, located in Ohio. They will provide sales and service to many eastern states from Maine to Florida. Another dealer group, David Pauly and Aaron Young, is based in Wichita, Kansas serving the central states while Alion Aviation importer and company CEO Adam Coubal is based in California and serves the West Coast.

More to Come… On the flight I took with Kyle, we shot video for a Video Pilot Report to follow in which you will learn more about speeds, power settings, engine temperatures, flight controls, stall characteristics, slow flight, maneuvering, takeoff and landing and more. Watch for that video after AirVenture 2021.

No question about it — VL3 is one of those aircraft that will catch your attention.

Good luck catching one in the sky.

TECHNICAL SPECIFICATIONS
configured to ASTM 600-kilogram parameters or to U.S. EAB
per factory published information
specifications were enhanced on the factory’s advice (* 7/17/21)

  • Wing Span — 27.7 feet (8,44 m)
  • Wing Area — 105 square feet (9,77 sq m)
  • Length — 20.5 feet (6,24 m)
  • Height — 8.2 feet (2,05 m)
  • Cabin Width — 45 inches (115 cm)
  • Fuel Capacity — 31.7 gallons (120 l)
  • Gross Weight (ASTM version) — 1,320 pounds (600 kg)
  • Gross Weight (EAB version) — 1,500 pounds (680 kg) *
  • Empty Weight (ASTM version) depending on optional equipment — 750 pounds (340 kg)
  • Empty Weight (EAB version) before options — 798 pounds (362 kg) *
  • Useful Load (ASTM version) — 573 pounds (260 kg)
  • Payload with full fuel (ASTM version) — 383 pounds (174 kg)
  • Useful Load (EAB version) — 702 pounds (318 kg) *
  • Payload with full fuel (EAB version) — 512 pounds (232 kg) *

PERFORMANCE
with Rotax 914 or 915iS (912 also available)

  • Takeoff & Landing either model — 757 feet (175 m)
  • Best Rate of Climb with 914 — 1,560 feet per minute *
  • Best rate of climb with 915iS — 2,280 feet per minute *
  • Max Cruise Speed with 914 in true airspeed — 190 miles per hour or 165 knots (306 kph)
  • Max Cruise Speed with 915iS in true airspeed — 230 miles per hour or 200 knots (370 kph)
  • Stall Speed either model in indicated airspeed — 48 miles per hour or 42 knots (78 kph)
  • Never-Exceed Speed (914) in indicated airspeed — 190 miles per hour or 165 knots (306 kph) * **
  • Never-Exceed Speed (915iS) in indicated airspeed — 253 miles per hour or 220 knots (407 kph) *

** Vne limited by maximum parachute deployment speed

VL3’s gear switch has guards against inadvertent movement. Lights to the left of the switch plus an audio alarm warn the pilot about the gear when the flaps are lowered.

Compress Post ...

The age of Light Personal Aircraft is not far off in the future but is that where “fast-glass” LSA are headed? Certainly, some LSA producers have ambitions for four seat cruisers or tougher bush aircraft or larger load-carrying aircraft to satisfy pilots that want more capability from their aircraft. Those goals are fine, of course, but they are not what stimulates leaders and engineers at JMB Aircraft, a restless bunch that loves flying their screaming machine as fast as they can. How fast is it? I went aloft with dealer Kyle Schluter to find out. I also learned about the fuller product line and what Sport Pilot certificate holders can do to own and fly one of these impressive aircraft. (Article updated 7/17/21) Orange Lightning in the Sky Maybe it doesn’t look familiar but VL3 has already been seen by Yankee pilots under the brand name Gobosh and with the model designation 800XP.

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Newest SLSA in the Fleet: Flight Design’s F2 (also a Precursor to Mosaic?)

By Dan Johnson || 7 Comments

Taking a welcome break from FAA news, let’s check out our favorite topic: cool new airplanes.

Welcome to the New F2

F2 seen on approach to landing after a pilot report at 2020’s Midwest LSA Expo.

“Wait,” you exclaim! “F2 isn’t new.” Excellent, you’ve been keeping up.

What you don’t know is that Flight Design’s latest and greatest just earned FAA acceptance, winning a Special Airworthiness certificate as the latest Special LSA to enter the market.

Announcing Number 156 on our SLSA List.

Flight Design put years into this thorough evolution of their market-leading model and it has so many new qualities, we present two videos below trying to tell you about all of them.

Now Available as a
Ready-to-Fly Special LSA

“On July 8th, 2021 in Tulsa, Oklahoma, the first production Flight Design F2-LSA to reach the USA was inspected by an FAA representative and issued a certificate of airworthiness as a Special Light Sport Aircraft,” beamed Flight Design USA leader Tom Peghiny. “The aircraft is owned by a gentleman from the Milwaukee area and will be delivered this month at EAA AirVenture Oshkosh 2021,” he added.

Flight Design has elected an entire Garmin suite of avionics. See the first video below for more on F2’s redesigned panel.

“We were very happy to take part in this review. We’ve been waiting for nearly two years”, said Tom Gutmann Jr. of Airtime Aviation, identifying some of the challenges the globe experience over the last year and a half. “We are excited to receive the first F2-LSA in the USA and we are very impressed by the improvements made by Flight Design.” 

“The Special LSA version of F2 is the new high-end edition of the existing line of Flight Design aircraft, complementing the popular CTLS and CT-Super Sport models also sold in the USA,” reported Peghiny. The very popular CTLSi and more affordable SuperSport remain in production and are actively being delivered.

“This is an important day for our company, our customers and our dealers,” said Peghiny. “While F Series is a big step up for Flight Design, this just the first of many F-series airplanes that will come to the USA.”

He clarified that the Flight Design F-series of aircraft include the F2-LSA; the F2-UL, which is a German Ultralight; the F2 CS-23, a certified version that is currently being reviewed by EASA in Europe; and soon, the F4 which is the four-place version of F-series. An electric model, F2e, is also in development.

F2’s throttle handle does double duty: forward to go; backward of a neutral detent for braking. Keep your hand where it belongs.

“The First Article Inspection by the FAA is a review of the documentation provided by a manufacturer to show compliance to the applicable FARs and the ASTM standards used for a particular Light-Sport model,” Tom finished.

FAA has the option perform a full audit or other inspections such as they first-article inspection. Since the German manufacturer has approved so many models and has a long track record with the FAA (and other government agencies), the American regulator deemed a first-article inspection was satisfactory to accept the new model. (Note that new Special LSA are not technically “certified.” FAA prefers to call the process “acceptance.”)

With Flight Design’s F-series family of models, it appears the German designer and producer is taking square aim at the Light Personal Aircraft category FAA has proposed in its new regulation. One piece of evidence: check out the carvernous aft cabin of F2.

Here are two videos further explaining the F-series from Flight Design, focused on the new F2 SLSA:

Compress Post ...

Taking a welcome break from FAA news, let’s check out our favorite topic: cool new airplanes. Welcome to the New F2 “Wait,” you exclaim! “F2 isn’t new.” Excellent, you’ve been keeping up. What you don’t know is that Flight Design’s latest and greatest just earned FAA acceptance, winning a Special Airworthiness certificate as the latest Special LSA to enter the market. Announcing Number 156 on our SLSA List. Flight Design put years into this thorough evolution of their market-leading model and it has so many new qualities, we present two videos below trying to tell you about all of them. Now Available as a Ready-to-Fly Special LSA “On July 8th, 2021 in Tulsa, Oklahoma, the first production Flight Design F2-LSA to reach the USA was inspected by an FAA representative and issued a certificate of airworthiness as a Special Light Sport Aircraft,” beamed Flight Design USA leader Tom Peghiny.

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FAA’s Big Stumble — While the Debate Rages, Students Don’t Get Trained

By Roy Beisswenger || 17 Comments

UPDATE 7/8/21 — BREAKING NEWS:

EAA issued a report today saying FAA took some steps to resolve this matter, but it is far from an elegant solution and does not fully address the problem. You can get a lot from Pelton’s concluding remark but I urge reading the whole article. ••• This thing is far from over, I suspect.

Here’s what Jack wrote, “This entire episode is a scary example of how new interpretations of the regulations can upend the entire community. While this short-term fix allows operations to continue, it never should have come to this point. Creating more than 30,000 new LODAs and exemptions is a paperwork exercise that does nothing to advance safety.”

A most worrisome thing happened recently and it definitely fired up journalists in cyberspace.

Conflict in the skies? A court’s ruling could have an enormous impact on warbirds and Light-Sport Aircraft such as powered parachutes.

FAA’s Orlando Flight Standards District Office took an organization called Warbirds Adventures to court over them charging students they were instructing in a Curtiss P-40 Warhawk.

“That doesn’t affect me,” you might say. Don’t be too sure.

FAA’s regulatory enforcement action “has left CFIs confused and at risk from the greater future liability of ‘flying for hire,’ along with potential regulatory and medical consequences,” reported SAFE, a flight instructor group. “Needless to say, this case has cause a firestorm in the aviation media.”

Flying magazine reported, “[According to a] 1995 Fretwell FAA Legal Interpretation, the trainee is compensating the instructor not for piloting the aircraft, but for the instruction they are providing.”

However, Flying continued, “FAA is now essentially arguing that, for regulatory purposes, ‘paying-passenger’ carriage is exactly what flight instructors are doing every time they take a student into the air for a lesson.”

The magazine concluded (correctly, in my opinion), “If paid flight instruction is now considered ‘carriage of persons for compensation or hire,’ an entire sector of flight instructor licensure — the sport pilot flight instructor — has now been rendered null and void.” … “The recent decision in [the legal case of] Warbird Adventures has the potential to drastically change the foundation of aviation knowledge and safety — flight instruction — as we know it.”

“This departs from the long-standing premise that the compensation a flight instructor receives for instruction is not compensation for piloting the aircraft, but rather is compensation for the instruction,” concurred Justine Harrison, AOPA’s general counsel.

EAA also senses danger, writing, “[An] overly broadly worded ruling by the court could interfere with the right of Limited Category and Experimental Category owners to receive training in their own aircraft. While hiring such aircraft for training has usually been conducted via exemption or LODA, owners and operators have always been able to pay instructors to fly in their own aircraft.”

That may now change, and here’s something none of the other articles touched upon: insurance. When the insurance industry gets wind of this (as they already have according to one account), they may refuse to provide insurance for compensated training by a CFI-S in a LSA. Beyond FAA’s action, a lack of insurance could close down many flight instruction operations.

My FAA advocacy partner Roy Beisswenger (Powered Sport Flying magazine publisher and EasyFlight YouTube channel personality) wrote a spot-on editorial on the subject. I urge you to read his words carefully. —DJ

Training Really Is for Hire

An interesting thing happened on the way to federal court.

Instructors are blown away by the potential disruptions the court ruling may trigger.

The FAA wanted to make sure that a warbird training operation went through some special hoops in order to train in warbirds. The training operation refused. The FAA took the company to court arguing that under 14 C.F.R § 91.315, “[n]o person may operate a limited category civil aircraft carrying persons or property for compensation or hire.” And since the aircraft in question is a limited category aircraft, it could not be operated for training. 

The Court of Appeals agreed and stated that, “the aircraft is not certified for paid flight instruction and substantial evidence supports the order.” 

And then they said “Instead, Warbird argues that § 91.315 does not prohibit paid flight training. We disagree. A flight student is a “person.” Id. § 91.315; see also id. § 1.1. When a student is learning to fly in an airplane, the student is “carr[ied].” Id. § 91.315. And when the student is paying for the instruction, the student is being carried “for compensation.” Id.

Hmmm… Gotta hate it when judges use logic and stuff.

But, here’s the problem.

You see, for years, the FAA has kind of wanted things both ways. 

On the pilot side, the FAA has said that flight instruction isn’t a compensation or for hire activity. The reason for this is that they know in order for a pilot to receive compensation, they have to have a Commercial Pilot Certificate and a current 2nd Class Medical. The way the regulations work, all GA flight instructors need a Commercial Pilot Certificate in order to qualify initially for a Flight Instructor Certificate, but many didn’t want or weren’t able to maintain a 2nd Class Medical to just instruct.

Yet on the aircraft side, the FAA says that certain aircraft can’t be flown for flight instruction for compensation or hire… well at least not without special permission from the FAA in the form of a Letter of Deviation Authority or LODA.

This ruling creates all kinds of problems for flight instructors wanting to provide training to students who own their own experimental, limited category, and primary category aircraft. The big aircraft organizations are pointing this out to the FAA and are beginning the fight to correct this.

But what about Sport Pilot Flight Instructors (CFI-S)? Sport Pilot Flight Instructors are often simply Sport Pilots with the additional Sport CFI certificate. No Commercial Pilot Certificate. No 1st, 2nd, or 3rd Class Medical at all.

And the FAA is very strict about whether Sport Pilots can fly for “compensation or hire.” They can’t. The FAA makes that abundantly clear in the regulations. How’s this for making things painfully obvious?

§61.315   What are the privileges and limits of my Sport Pilot certificate?

(c) You may not act as pilot in command of a Light-Sport Aircraft:

(1) That is carrying a passenger or property for compensation or hire.

(2) For compensation or hire.

(3) In furtherance of a business.

Did the FAA expect to win a ruling that said that flight instruction is “carrying a passenger for compensation or hire” and thereby shut down the entire Sport Pilot flight instruction industry? I don’t think so, but it sure looks like that is exactly what might have happened.

It seems to get worse, too. Does this ruling mean that the best of the GA flight instructors, those seasoned instructors who don’t have 2nd Class Medicals anymore are out of business, too?

It seems to me that the FAA discharged its weapon at its own foot. Give those attorneys a bonus.

Now there is a solution. At least for the FAA’s Sport Pilot problem. LAMA and USUA have written the FAA and proposed additional language to both the GA flight instructor regulations and the Sport Pilot flight instructor regulations. It’s really pretty simple. We just want the FAA to include language saying that flight instructors have the privilege of providing flight instruction “for compensation or hire.”

Pretty simple, huh? 

Maybe it’s too simple.

Of course, there was a little more to the letter, but not that much more.

In the meantime, should Sport Pilot flight instructors stop instructing? I don’t see any evidence that the FAA is going to shut down flight instruction immediately. I look at this as a legal stitch that needs correcting and that the FAA will be motivated to correct. So for now, I personally intend to continue to flight instruct for compensation or hire. At least until the FAA says I can’t anymore.

Enjoy the summer and get your flight instruction while you can!

Do you prefer video over reading? No sweat. Roy has you covered again. Check this fresh video from his YouTube channel:

Compress Post ...

UPDATE 7/8/21 — BREAKING NEWS: EAA issued a report today saying FAA took some steps to resolve this matter, but it is far from an elegant solution and does not fully address the problem. You can get a lot from Pelton’s concluding remark but I urge reading the whole article. ••• This thing is far from over, I suspect. Here’s what Jack wrote, “This entire episode is a scary example of how new interpretations of the regulations can upend the entire community. While this short-term fix allows operations to continue, it never should have come to this point. Creating more than 30,000 new LODAs and exemptions is a paperwork exercise that does nothing to advance safety.” A most worrisome thing happened recently and it definitely fired up journalists in cyberspace. FAA’s Orlando Flight Standards District Office took an organization called Warbirds Adventures to court over them charging students they were instructing in a Curtiss P-40 Warhawk.

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

By Paul Hamilton || 4 Comments

Normally, this website focuses tightly on airplanes and the equipment and services needed to keep them flying. However, on regular occasions, I receive questions about density altitude and light aircraft. A surprising number believe LSA perform less well than legacy airplanes in these conditions. (They’re wrong.)

Since I also hear questions regarding techniques to fly in mountains, why not combine these two challenges? This information can be useful to anyone who flies any kind of aircraft anywhere in the world.

To provide the best information, I went to an expert. I know a thing or two about airplanes but Paul Hamilton, founder of the Sport Aviation Center, is an expert trainer, not only writing and making videos on the subject for years but regularly providing flight instruction. Further demonstrating his versatility he does so in three-axis and weight shift.

I asked Paul to compose a short lesson about density altitude and he quickly complied. —DJ

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

It was a hot day (80 degrees Fahrenheit) at Lake Tahoe Airport (6,268 feet MSL). The airplane was loaded with a big guy (who reported 250 pounds) and nearly full fuel. We had a light tailwind because the airport has rising terrain to the south and we needed to take off to the north over flat terrain towards the lake.

Applying full throttle, we began moving down the runway …rolling, rolling, rolling. It felt like eternity to accelerate and finally lift off and we were going way faster over the ground while climbing sluggishly over the marshland to the lake.

Three of the basic performance problems which have led many General Aviation aircraft accidents were present here: 

  • High density altitude
  • Max gross weight
  • Tailwind

Mountains and high density altitude demand your attention.

The LSA we were using performed great, but revealed a big difference in performance compared to sea level flying. Let’s break this down into the components and look at why this Nevada attempt took so long to take off. 

FAA’s definition for density altitude:

  • “Pressure altitude corrected for temperature and humidity.”
  • Common sense definition – “less air” (density) resulting in reduced engine power plus faster takeoff, stall and landing speeds — because true air speed goes up.

Starting with the FAA definition, pressure altitude is found by setting the altimeter to 29.92 inches of mercury (standard pressure) and reading the resulting “pressure altitude” on the altimeter. Low barometric pressure, less air above you, results in higher (less dense) pressure altitude. High barometric pressure, more air above you, results in a lower (more dense) pressure altitude.

Pressure Altitude Chart

From the well-known FAA diagram (pressure altitude) we can see that with higher barometric pressure you could lower your pressure altitude by by up to 1,000 feet or so, from 6,500 to 5,500. Falling pressure raises your density altitude by up to 2,000 feet 6,500 to 8,500. Typically, it would be less but for calculation expect atmospheric pressure could raise or lower your standard temperature altitude by 500 feet.

Now let’s look at temperature. Standard temperature for 6,500 altitude is about 37 degrees F. If we have a hot day say 80 degrees F, the pressure altitude is 6,500 feet, but density altitude goes up to 9,500 feet. Note that variations in temperature can cause the density altitude to go up 3,500 feet altitude and pressure altitude only 500 feet variation. Temperature makes a much bigger difference in density altitude.

You can use any app, the classic E6B computer, or an electronic E6B to find density altitude. You can also listen to the AWOS; you have various ways to determine density altitude.

Now, how does density altitude affect performance? Let’s start with the rule of thumb I teach and use as a basic for density altitude performance. Take this with you.

At 8,000 feet density altitude, it takes about twice as long to lift off as it does from sea level.  

This is derived from various performance parameters, and it could be 7,000 foot density altitude but 8,000 feet is a good round number for this rule of thumb. 

Temperature and Density Altitude Chart

Why is this?

First, for every 1,000 feet increase in density altitude, the engine loses about 3% power or thrust. So at 8,000 feet density the 100 horse engine is only producing 76% of the thrust, a 24% loss of thrust.

Second, if you rotate at 60 knots indicated airspeed at sea level, then at 8,000 foot density altitude your true airspeed (ground speed in calm air), rotation speed would be 68 knots. Keep in mind your visual reference to the ground speed for takeoff and landing is going to go up 13%. This is why people tend to stall during takeoff and landing, because they feel they are going faster than they normally do. Indicated airspeed, not true airspeed, is what counts in stall.

Therefore, at 8,000 foot density altitude you have 24% less thrust and must get going 13% faster to rotate. All that weight and mass has to gain that much more momentum with significantly less engine power. Loose/loose or bad/bad situation.

Now look at climb rate, your ability to get away from the earth. A 1,000 foot density altitude decreases climb rate by 8%. An 8,000 foot density altitude reduces climb rate by over 60%.

The Koch Chart is the classic many use to determine performance and a well known standard. General aviation aircraft typically have great performance tables and graphs, but LSA and even more so, ultralights, may come with rather basic performance guidance so this Koch Chart is a great tool.

Let’s go back to my original example and use the rule of thumb  with the density altitude of 9,500 feet MSL, plus that tail wind of 10%. Takeoff speed will increase takeoff roll by 20% to the density altitude factor. Now you have just under three times the takeoff roll as you would at sea lever standard conditions. In such conditions, you will eat up a lot of runway to get off the ground.

Light-Sport Aircraft typically have good performance at high density altitudes because with the typical 100 horsepower and max gross weight or 1,320 pounds the power-to-weight ratio is better than larger, heavier aircraft.

Paul’s Experience with LSA

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

Giving lessons in the Evolution Aircraft Revo over mountainous terrain.

I have had a number of people who are thinking about buying a LSA with a 100 horsepower engine who are worried about LSA and density altitude. We go flying and they are really impressed with the performance as we cross the mountains at 10,000 feet (12,000 foot density altitude) and land/takeoff at South Lake Tahoe airport (TVL).

The high-drag Quicksilver with a Rotax 582 (65 horsepower at sea level) barely climbs at Carson Airport 4,700 pressure altitude with 7,000 foot density altitude; it has only 100 FPM climb, not enough to climb out depending on other conditions such as convective lift. 

Ultralights typically do not have that much power to begin with so they also do not climb the best at high density altitudes. You can look at performance at sea level for a guide to how an aircraft will perform at high density altitudes

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

Overall, you need to take the performance at sea level standard conditions, which the manufacturer typically provides optimum pilot and light weight conditions, and look at the density altitude or Koch chart to determine the performance of your LSA or Ultralight.

The recipe to disaster is the airplane that flies up from sea level to South Lake Tahoe in the cooler morning. Headed home by afternoon, they load family, luggage and fuel. In the heat of the afternoon the airplane easily stalls on takeoff or climbout. Remember, they were facing — high density altitude (high elevation plus heat), were likely near max gross weight, and had a tailwind.

Don’t be that pilot. Density Altitude is a condition to be considered seriously.

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

Compress Post ...

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

Expand Post ...

Electric Record UPDATE — Record Set, Trek Continues…

By Dan Johnson || 10 Comments

“WE DID IT!” boasted the team from down under!

“We are thrilled to announce that this afternoon we achieved a World Endurance Record for an electric aircraft, breaking the previous mark set in Germany last year.” (Note: Official recognition always takes more time.)

Pipistrel distributor Michael Coates, wrote, “South Australian-based Eyre to There Aviation … Flying a Pipistrel Alpha Electro plane, arrived in Port Augusta late yesterday (Friday June 25) after breaking the previous mark of 750 kilometers on the leg between Shoalwater Point Station and Whyalla.”

Lead by Eyre to There Aviation Managing Director, Barrie Rogers, the team will continue to Adelaide aiming to fly 1,350 kilometers by the end of the journey.

More than Distance

“Along the way, the team has also broken other world records for electric aircraft,” Coates reported, “including longest over-water flight (30.8 kilometers); furthest distance in a 24-hour period (330 kilometers); and fastest speed between waypoints (177 kilometers per hour ground speed).”

Barrie reported he and his team battled strong winds and rain as well as below zero morning temperatures to achieve the record. (Australian’s seasons are roughly reversed from America’s; this is not summer in Australia.)

“It’s been a mammoth effort by everyone involved to achieve this incredible feat,” Barrie said. “The weather hasn’t exactly been on our side. We had ice on the wings one morning and were grounded in Port Lincoln due to an intense low pressure system.” One of the criticisms leveled at battery power is a loss of energy in cold conditions so the Eyre to There has been doing additional proving of the propulsion concept.

“On the plus side, the aircraft and the recharging systems have held up incredibly well, said Barrie. “It has gone a long way to proving the endurance and reliability of the Pipistrel Alpha Electro plane.”

“Because we can only fly about 125 kilometers (78 miles) before having to recharge, we’ve been landing in some pretty remote locations.”

As reported earlier, Barrie said Pipistrel Alpha Electro is the first and only serially-produced electric aircraft currently approved in Australia for flight training by the Civil Aviation Safety Authority (Australia’s FAA counterpart).

Showing off some of the sponsors that supported the flight, lead by AvPlan EFB and Aerometrex.

“This record attempt will further demonstrate the overall viability of this aircraft,” Barrie added. “Electric aircraft are cheaper to buy, cheaper to run, significantly quieter and don’t rely on fossil fuels. They are ideally suited for short range flight training activities.”

Eyre to There Aviation anticipates one day setting up an assembly line of Alpha Electros in Adelaide producing up to 40 aircraft per year, Barrie said.

The team will continue but from here forward, with one record claim in its logbook, Electro will be adding to its achievements.

You can follow the flight on Eyre to There Aviation’s Facebook page.

Compress Post ...

“WE DID IT!” boasted the team from down under! “We are thrilled to announce that this afternoon we achieved a World Endurance Record for an electric aircraft, breaking the previous mark set in Germany last year.” (Note: Official recognition always takes more time.) Pipistrel distributor Michael Coates, wrote, “South Australian-based Eyre to There Aviation … Flying a Pipistrel Alpha Electro plane, arrived in Port Augusta late yesterday (Friday June 25) after breaking the previous mark of 750 kilometers on the leg between Shoalwater Point Station and Whyalla.” Lead by Eyre to There Aviation Managing Director, Barrie Rogers, the team will continue to Adelaide aiming to fly 1,350 kilometers by the end of the journey. More than Distance “Along the way, the team has also broken other world records for electric aircraft,” Coates reported, “including longest over-water flight (30.8 kilometers); furthest distance in a 24-hour period (330 kilometers); and fastest speed between waypoints (177 kilometers per hour ground speed).” Barrie reported he and his team battled strong winds and rain as well as below zero morning temperatures to achieve the record.

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Warp Speed! — Designer Alberto Porto Says, “Make It So” with Risen SuperVeloce

By Dan Johnson || 11 Comments

Most of us would be mighty pleased to sit comfortably and gaze upon our pace-setting aircraft. As reported recently, Alberto Porto, head of Porto Aviation, flew to a higher altitude and managed to squeak past the 400 kilometer per hour (true airspeed) barrier in his supersleek Risen powered by the turbocharged Rotax 914 engine.

Most of us, however, are not Alberto. Apparently, this man does not care to sit idly and admire his past achievements.

When you’ve already designed what may be the fastest LSA-type aircraft in the world, what do you do next?

Shorten Risen’s wing span, install a more powerful engine and go even faster. Duh!

Original Risen wingspan: 29.5 feet — Risen SuperVeloce wingspan: 26.9 feet. How much difference results when span loses 31 inches and power increases 40%? Speed demons want to know.

Can LSA Fly So Fast?

The speed olympics are going on in Europe where authorities do not restrict the velocity of what they call “ultralights” or “microlights.” In the USA, very similar models are called Light-Sport Aircraft, except LSA are trapped by that darn 120 knot speed limit.

It’s worth noting several countries that accept ASTM standards do not limit speed. That’s why ASTM created standards for retracts, adjustable props, and other developments that are not presently permitted in America. (The organization is now called ASTM International for that precise reason.)

Are U.S.-based LSA genuinely limited to 120 knots? Yes, and no.

While this may change in the regulation to come at the end of 2023, present-day American LSA are limited to a maximum of 120 knots in level flight at sea level. Most pilots are aware that indicated speeds translate to higher numbers at, say, 10,000 feet above sea level. Some LSA are advertised as capable of reaching 150 knots at high altitude …and that is perfectly okay.

An original “long wing” Risen making a low pass, gear up.

So, if you make the airplane as clean and slick as possible with a speed wing design and if you use retractable gear and in-flight adjustable prop plus install the highest horsepower engine in the Rotax line, you might fly well beyond 140 knots at altitude (150 knots is 278 kph).

Creator Alberto Porto went up high with the original Risen fitted with a turbocharged Rotax 914 and was able to reach 400.45 kilometers per hour or 216 knots. Most of us would be pleased to hit such a number. Most of us might rest on our laurels but Alberto is not most of us.

Re-Inventing Risen

Take that same speed demon Risen and clip its wings and tail slightly while fitting a 141-horsepower Rotax 915iS turbocharged, intercooled engine. What to expect?

“Risen powered with the Rotax 914 turbo for the first time passed the barrier of 400 kph (249 mph) on a 15 kilometer straight course and 379 kph (235 mph) on a 50-kilometer triangle. Truly spectacular especially with a 115 horsepower engine. Just imagine what would happen with a 915iS?” asked Commercial Director, Stéphan D’haene in the fall of 2020.

“As Porto Aviation, we don’t believe you can just install a 40% more powerful engine in the same airframe,” continued Stéphan. “Either your 100 horsepower version is underpowered, or [an airframe with a] 141 horsepower 915iS will be overpowered. This is just physics. Exceptions are, of course, STOL or other draggy designs that will see only a relative small increase of cruise speed due to drag. Risen has the lowest drag ratio in the industry, so adding 40% more power is a lot for an already-fast aircraft.”

Contrasted to many LSA, SuperVeloce looks like you could reach out of the cockpit and touch the wing tips.

Stéphan also commented on changes in European regulations that permit a higher stall speed. As FAA also appears headed toward higher stall, Alberto looks like a visionary in clipping Risen’s wings a bit.

“As the LTF-UL2019 certification standard for 600 kilogram Ultralights no longer limits the stall speed to 65 kilometers per hour, but a significantly higher 80 kilometers per hour, Alberto decided to leverage the real potential of the magnificent Rotax 915iS,” wrote Stéphan. “The airframe received a set of shorter wings and as a consequence, also the oversized Risen V-tail was reduced for perfect balance. This version of the Risen deserves its own type name:  Risen 915iS SuperVeloce.”

Then he hinted, “We believe it’s the perfect name for a 450 kilometer per hour (243 knot) max cruise two-seater!”

First Impressions

“I got the opportunity to fly with Alberto in this amazing new version of Risen,” reported Stéphan. Without any hesitation I can confirm that the aircraft flies as easy and straight forward as the original Risen, which remains in production in combination with the 912iS 100 horsepower engine.” He noted the 100 horsepower model offers excellent economy and is a range champion.

“We performed stalls and saw a 10 kilometer per hour or 6 knot increase compared to the normal Risen,” observed Stéphan. “This is great news as it confirms the computer simulations and allows us to stay within European Microlight regulations, too.”

Going fast pays benefits, at least for buyers that have somewhat thicker wallets.

“Let’s not forget Risen has one of the largest cabins on the market with ultimate comfort for those long trips,” added the commercial director. “Our first 12 months of production are already sold out, even though few outside the factory have seen the aircraft.”

Serial production reportedly commenced three months ago. SuperVeloce #2 will soon take its maiden flight.

Stéphan expressed, “Many U.S. pilots want this aircraft. There are going to be a lot of busy builders!”

Care to be among them?

The following information is provided by the manufacturer and is subject to change.

 

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Most of us would be mighty pleased to sit comfortably and gaze upon our pace-setting aircraft. As reported recently, Alberto Porto, head of Porto Aviation, flew to a higher altitude and managed to squeak past the 400 kilometer per hour (true airspeed) barrier in his supersleek Risen powered by the turbocharged Rotax 914 engine. Most of us, however, are not Alberto. Apparently, this man does not care to sit idly and admire his past achievements. When you’ve already designed what may be the fastest LSA-type aircraft in the world, what do you do next? Shorten Risen’s wing span, install a more powerful engine and go even faster. Duh! Original Risen wingspan: 29.5 feet — Risen SuperVeloce wingspan: 26.9 feet. How much difference results when span loses 31 inches and power increases 40%? Speed demons want to know. Can LSA Fly So Fast? The speed olympics are going on in Europe where authorities do not restrict the velocity of what they call “ultralights” or “microlights.” In the USA, very similar models are called Light-Sport Aircraft, except LSA are trapped by that darn 120 knot speed limit.

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Going the Distance on Battery Power — Record Attempt Reveals the State of Art in Electric Propulsion

By Dan Johnson || Leave a Comment

Does Alpha have the tiny little motor that could?

Article updated 6/22/21 —DJ

That sounds like an old childhood story (“The Little Engine that Could…”) but here we are in the new millennia with electric cars, huge wind farms, vast solar collector projects, biofuels, and more. Subsidies are pouring in to electric projects around the globe. Hundreds of developers building “urban air transport” multicopters are raising millions of dollars.

Will human-flown conventional aircraft join the electric parade? One company has pursued the electric dream further than most.

This story is about a group in Australia that aimed to set a new world record, one of a rather different sort.

photo from YouTube[/caption]“]

In this case the team plans a “record attempt flying a Pipistrel Alpha Electro plane,” Australia and USA Pipistrel dealer Michael Coates wrote. “[The flight] will start at Parafield Airport at 7:00 a.m. on Saturday June 19, 2021.” Total distance, Michael added, will be 1,150 kilometers, which “will shatter the previous record of 750 kilometers flown in September 2020 in Germany.”

This project hopes to break the previous distance by more than 50 percent. Whatever the outcome, many will admire the effort to fly an electric airplane a lengthy distance. How will they handle the “range anxiety” about which we hear so much?

FYI: The two distances — 1,150 and 750 kilometers — equate to 715 and 466 statute miles, respectively.

Team Alpha Goes the Distance

The attempt to set a new record is being led by Eyre to There Aviation Managing Director, Barrie Rogers, who undertook the first ever electric flight in South Australia in 2020.

Pipistrel Alpha Electro, which the down-under gang has dubbed the “Tesla of flying,” currently has a flight time range of about one hour and cruising speed of 85 knots (98 mph or 157 kph). With this in mind, Barrie said, “We’ve had to very carefully plan each stop and build in contingencies for weather such as strong head winds.”

Barrie clarified that the record attempt flight team and support crew “will include three pilots, five on-the-ground support crew, a second support (petrol-powered) plane, and two vehicles carrying recharging equipment for the aircraft.”

While a strong and notable effort, the attempt and the support it requires puts battery-electric propulsion in perspective. Several current, gasoline-powered Light-Sport Aircraft could fly the entire 1,150 kilometer distance on a single tank (or tanks) of fuel without any need to stop and with no support crew.

Let’s be fair: Electric airplanes are relatively new and they will only get better. It is not reasonable to expect them to perform equally with fossil-fuel-powered aircraft that have been developed over many decades and with billions of dollars invested to help them achieve the high state-of-the-art they possess today.

Yet what this observes once again is that batteries are the weak link in the electric propulsion chain. Energy contained in batteries is a small fraction of that contained in a similar volume or weight of gasoline. That gap is narrowing but the pace seems glacial compared to forecasts of electric enthusiasts. Battery improvements of a few percentage points per year means decades before batteries match fossil fuel in energy per pound.

Give batteries some magical breakthrough to equal fossil fuel energy and the betting will end. Electric propulsion will push out fossil engines quickly — but that day is not here now. It may be years in the future.

FAQs About Alpha Electro

Pipistrel Alpha Electro started development in 2014; it was released to the public in 2017. “Electro was an immediate success with more than two-dozen orders after its initial 2017 release,” boasted Slovenia-based Pipistrel. “Electro has been designed as an entry level circuit training aircraft perfect for flight schools,”

How long will the aircraft fly at cruise/cross-country? — Answer: “45 minutes at 18kW (reduced power) and 75 knots indicated airspeed”

How long does it typically take to charge the batteries with different chargers? — Answer: “Six hours with a 3kW charger; an hour forty with 10 kW charger; an hour and five minutes with a 14 kW; or 45 minutes with the 20 kW charger.”

How heavy are the batteries and can I swap them myself? — Answer: “Each battery pack is 53 kg (117 pounds). Yes, you can remove the pack with no extra help.”

What is the luggage capacity the aircraft? Answer: “There is no luggage compartment. Convenience luggage can be stored in the side pockets on the instrument panel.”

Technical Specifications
Pipistrel Electro

  • Powerplant — 50+ kilowatt (≈67 hp) electric motor running 2100-2400 rpm
  • Maximum Takeoff Weight — 1212 pounds (550 kg)
  • Basic Empty Weight with Batteries — 811 pounds (368 kg)
  • Typical Empty Weight without Batteries — 563 pounds (256 kg)
  • Baggage Allowance — None
  • Payload — 401 pounds (182 kg)
  • Battery Capacity — 21 kilowatt hours
  • Wing Span — 34 feet 6 inches (10.5 m)
  • Wing Area — 102.4 square feet (9.51 sq. m)
  • Stall with Flaps — 38 knots, calibrated
  • Stall without Flaps — 45 knots, calibrated
  • Cruise Speed at 75% power — 85 knots, indicated
  • Never Exceed Speed — 135 knots, indicated
  • Max Climb Rate — 1,220 fpm
  • Glide Ratio — 15:1
  • Roll Rate — 45°-45° in 2.6 sec
  • Cruise Endurance — up to 60 minutes (plus reserve)
  • Endurance in Airport Traffic Patterns — 60 minutes (plus reserve)
  • Cruise Range at 80 knots — 70 nautical miles (130 km)
  • Takeoff / Ground Roll at Gross Weight — 492 feet (149 m)

Alpha’s compact instrument panel; note electric propulsion screen at the right.

Here are two videos about Pipistrel Alpha Electro. The first is from a reporter in Australia focused entirely on the electric-powered Alpha. The second is my review with U.S. representative, Rand Vollmer, covering the broader Pipistrel line.

Compress Post ...

Does Alpha have the tiny little motor that could? Article updated 6/22/21 —DJ That sounds like an old childhood story (“The Little Engine that Could…”) but here we are in the new millennia with electric cars, huge wind farms, vast solar collector projects, biofuels, and more. Subsidies are pouring in to electric projects around the globe. Hundreds of developers building “urban air transport” multicopters are raising millions of dollars. Will human-flown conventional aircraft join the electric parade? One company has pursued the electric dream further than most. This story is about a group in Australia that aimed to set a new world record, one of a rather different sort. In this case the team plans a “record attempt flying a Pipistrel Alpha Electro plane,” Australia and USA Pipistrel dealer Michael Coates wrote. “[The flight] will start at Parafield Airport at 7:00 a.m. on Saturday June 19, 2021.” Total distance, Michael added, will be 1,150 kilometers, which “will shatter the previous record of 750 kilometers flown in September 2020 in Germany.” This project hopes to break the previous distance by more than 50 percent.

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Rotax 915iS Proves a Winner — “Best Powertrain Concept in the Light-Sport Aviation Industry”

By Dan Johnson || 3 Comments

How does modern-day Rotax relate to the Wright Brothers? Here’s a trivia test for light aviation enthusiasts.

Answer:  Both started out in the bicycle business.

A little over a year ago, the engine builder from Gunskirchen, Austria celebrated their 100th anniversary. Check this article that contains a link to a beautifully-presented history of the company. It also describes how the company got its name.

In production for more than 30 years, Rotax’s 9-series engine design was a significant departure from earlier aircraft engines.

The 9-series is physically smaller, uses liquid cooling, an electronic control unit, and a gearbox to change engine revolutions from 5,000 rpm to slower speeds that work for props. The 912 enjoys a much better power-to-weight ratio than familiar models such as Lycoming’s O-233. That veteran engine produces 100 horsepower (at 2300 rpm; higher power is available at increased revolutions) using 233 cubic inches of cylinder displacement. In a sharp comparison Rotax’s 912 ULS makes the same horsepower using only one-third the displacement, 83 cubic inches.

This configuration may not seem so important on larger, heavier airplanes built around such legacy engines. In the world of Light-Sport Aircraft and European-style “ultralights” or microlights, Rotax has delivered a compact, optimized package. It should surprise no one to hear the brand dominates the light aircraft sector with more than 80% of the market.

The Rotax “9-Series”
912—914—912iS—915iS

On June 16, 2021, BRP-Rotax announced “The Rotax 915 iS aircraft engine was awarded best powertrain by the readers of Aerokurier, a leading German aviation magazine.”

Rotax’s certification team celebrates after winning approval for the 915iS engine.

“To be elected by the readers of the magazine proves that we have developed truly the best engine for this market in terms of performance, reliability and ease-of-use,” said Peter Oelsinger, General Manager BRP-Rotax. “Many thanks to the readers for their votes and commitment to our aircraft engines.”

Rotax aircraft engines now number almost 200,000 including both two- and four-stroke powerplants and a global four-stroke 9-series fleet of more than 50,000 engines. Its worldwide network consists of 16 authorized distributors and more than 220 points of sales and service supporting 270 airframe producers that build more than 400 Rotax-powered models worldwide.

Journalists and airframe designers rushed to photograph or examine the 915iS engine after it was introduced at EAA Press Headquarters in summer 2015.

The division assembling Rotax aircraft engines is part of BRP-Rotax GmbH & Co KG, itself a subsidiary of BRP Inc., which develops and manufactures engines for Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Can-Am all-terrain, side-by-side vehicles and Can-Am Spyder and Ryker lineup as well for motorcycles, karts, ultra-light and light aircraft.

In the last 50 years, the company has developed more than 350 engine models for recreational vehicles and produced over nine million engines.

BRP also builds propulsion systems for brands such as Alumacraft, Manitou, and Quintrex boats. The company supplies dedicated parts, accessories and apparel. Annual sales total $6 billion (Canadian or U.S. $4.9 billion) generated in more than 130 countries by a global workforce of more than 14,500 people.

SNEAK PREVIEW — In less than 10 days, I will have an announcement regarding how one aircraft may zoom faster than any other LSA. Could it one day eclipse the 500 kilometers per hour barrier (271 knots)? That sounds impossible but so did other records before they were broken. Click or tap back soon!

Compress Post ...

How does modern-day Rotax relate to the Wright Brothers? Here’s a trivia test for light aviation enthusiasts. Answer:  Both started out in the bicycle business. A little over a year ago, the engine builder from Gunskirchen, Austria celebrated their 100th anniversary. Check this article that contains a link to a beautifully-presented history of the company. It also describes how the company got its name. In production for more than 30 years, Rotax’s 9-series engine design was a significant departure from earlier aircraft engines. The 9-series is physically smaller, uses liquid cooling, an electronic control unit, and a gearbox to change engine revolutions from 5,000 rpm to slower speeds that work for props. The 912 enjoys a much better power-to-weight ratio than familiar models such as Lycoming’s O-233. That veteran engine produces 100 horsepower (at 2300 rpm; higher power is available at increased revolutions) using 233 cubic inches of cylinder displacement.

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Family Flying Adventure… AirCam Enthusiasts Flock to Gorgeous Jekyll Island, Georgia.

By Dan Johnson || 1 Comment

“Winds are going to be rather sporty,” observed AirCam developer, Phil Lockwood, as he and Robert Meyer and the AirCam team finalized arrangements for another fly-out, this one to Jekyll Island (09J).

A family that flies together. Son Ian, dad Phil, and mom Tisha flew to Jekyll Island in a three-seat AirCam. The only challenge? They’re all pilots. Who gets to do the flying?   Photo by Ian Lockwood

The single runway near the resort island had a crosswind forecast for arrival day. When it comes from the east, air tumbles down over a tree line to disturb a smooth approach. The air was indeed “sporty.”

I’m an AirCam enthusiast even though I don’t own one. I earned my multi-engine rating in an AirCam some years ago and I’ll take any opportunity to fly one.

Numbering 300 AirCams
(…that’s 600 Rotax engines!)

Many of you know the story by now. AirCam was first developed to fly National Geographic photographers trying to document nature in Namibia. From what I can tell the entire country appears to be one enormous, dense jungle. Where ya gonna land?

Phil to the rescue. After building Drifters for years, Phil had a plan to accomplish what the photographers needed for the beautiful but rather primitive African nation. He designed a potent twin engined airplane that could take off from a tiny field and could position a photographer six feet out in front of the leading edge with an enormous field of unobstructed view.

A three-seat AirCam with full enclosure.

The plan worked perfectly but then a funny thing happened.

Pilots kept saying they wanted one for themselves. Phil and his staff accommodated them and have steadily improved the machine until today, 300 of them fly around the USA and the world. You’ll rarely see a bigger smile than from a pilot who just landed an AirCam.

While some AirCam pilots chose to avoid the bumps at Jekyll on arrival day — flying just a few minutes north to St. Simons airport (SSI) with a runway facing into the wind — all the AirCams were back at Jekyll the next day. Even on that first evening, some of us watched as landing lights switched on when Ian and Robert flew a pair of them back from St. Simons after dark.

AirCam #1 flying in the Congo. See any landing areas? Power came from two Rotax 582s. The aircraft has evolved significantly since.

Since it was late May… since we were in the warm South… and since it’s almost summer, several of the AirCams were mounted atop amphibious floats. Well, why not?

With Twin Rotax 912s (even 915s have been fitted), AirCam can lift off water even with amphibs after a very short, brief water run. Considering an AirCam is capable of taking off from land on one engine (not advised, of course!), jumping off the water with both engines fully spun up is exhilarating.

Leading His Flock

Leading a gaggle of AirCams from Florida, Phil managed the navigation and communications from the middle seat, while son Ian flew up front and wife Tisha spotted traffic from the aft seat. How they decided that seating must be something of a State secret since all three are pilots.

Robert Meyer checked out a pilot who prepared to fly this amphibious AirCam.

The Lockwoods flew in tandem seating — one behind the other — in a Generation Three or “Gen 3” AirCam with the clamshell enclosure (photo). Occupying the aft seat, Tisha reported an abundance of room. AirCam may not look it, but the aircraft is surprisingly spacious.

Using the Whole Runway

Back to Phil’s “sporty” air. His forecast was no understatement. My flight from Spruce Creek near Daytona Beach, Florida to Jekyll took only about an hour. We flew over the ocean (within an easy glide distance from shore) where it was was smooth and effortless. Yet once we arrived near Jekyll and dropped down to pattern altitude the mechanical turbulence from air spilling over the tree-filled island added lots of bumps to the air.

“It’s doesn’t feel that bad,” I told Randee. “I think a landing is doable.”

Once we descended below 300 feet, that gusty air made final approach feel like a roller coaster ride. Woo-hoo!

I decided to keep my speed up and leave the flaps retracted to facilitate an abort if it proved too rough. I was prepared to use the majority of the long, paved runway… and I did. Yet we got down. We flew in a Van’s RV-12 to which I have access and, like all RVs, the handling is superb. I was sure I would not run out of control authority.

With quite a few hours logged in AirCam, I think it could have handled the winds, but such a decision is about pilot skill and experience, not the aircraft or its controls. Phil made a prudent decision to lead his formation four more miles to St. Simons. Not only was the runway better wind-oriented but the airport area is more open with few nearby obstructions.

As the weekend unfolded, the winds died down and Jekyll proved as fetching a place as ever. I tell you what: these AirCam people know where to take their powerful birds for a good time. Learn lots more about AirCam — maybe you can join the next outing.

In this video, LSA expert John Hurst describes his experience flying an AirCam with two 912iS fuel-injected engines from Sebring, Florida to Oshkosh, Wisconsin.

Compress Post ...

“Winds are going to be rather sporty,” observed AirCam developer, Phil Lockwood, as he and Robert Meyer and the AirCam team finalized arrangements for another fly-out, this one to Jekyll Island (09J). The single runway near the resort island had a crosswind forecast for arrival day. When it comes from the east, air tumbles down over a tree line to disturb a smooth approach. The air was indeed “sporty.” I’m an AirCam enthusiast even though I don’t own one. I earned my multi-engine rating in an AirCam some years ago and I’ll take any opportunity to fly one. Numbering 300 AirCams (…that’s 600 Rotax engines!) Many of you know the story by now. AirCam was first developed to fly National Geographic photographers trying to document nature in Namibia. From what I can tell the entire country appears to be one enormous, dense jungle. Where ya gonna land? Phil to the rescue.

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LSA Update — Finland’s ATOL Avion… Ekolot Topaz Wins Another… Fresh SW-51 Video… New FAA Reg Update Video

By Dan Johnson || 2 Comments

Summer is fast approaching and for much of the northern hemisphere, that means seaplane flying. For all pilots, covid fear is dissipating and summer skies beckon.

In this LSA Update…

  1. Learn about the return of Finland’s wood-and-composite LSA seaplane, now rebadged as Avion from new supplier Scandinavian Seaplanes (updated 6/15/21)
  2. Check out another award for Ekolot’s handsome and deluxe Topaz
  3. See a very fresh video of the impressive ScaleWings SW-51 in flight
  4. Watch a video version of our recent FAA regulation update on Mosaic

As the globe slowly emerges from the dark cloud that was Covid, the light aviation industry is doing admirably to move forward with developments and improvements.

Come along for the read — check out these stories.

Atol is Back …with Avion

According to main man Anssi Rekula, “Finland is a true [paradise] of seaplane flying with 188,000 lakes, 45,000 miles of river and 4,000 miles of seafront.” That is surprisingly similar to the United States even though America is 29 times larger by area.

A new enterprise bought all rights and assests from bankruptcy estate of Atol Avion Oy, which filed for bankruptcy on February 2, 2021.

Scandinavian Seaplanes Oy was formed by two Swedish investors Andreas Svensson and Oskar Samuelsson together with Anssi, a co-founder of Atol Avion.

The Samuelssons are both business people. Their new aviation company will also design and manufacture aerospace parts and components to order, once they have Design Organization Approval and Production Organization Approval from EASA.

Rekula has extensive aviation experience from being a Coast Guard helicopter maintenance officer to flying for Finnair airlines as a Captain. He has 10 years history with Atol Avion and Aurora.

Aurora, a two-seat amphibian, has been under development for nine years. Scandinavian Seaplanes forecasts serial production will start by the end of Q2 2022. A core team familiar with Atol Avion has been hired to work for company and this will enable the official transfer of the nearly finished type certification project with EASA (European Aviation Safety Agency, the Union’s counterpart to FAA).

Building airplanes at the Halli airport in Jämsä, Finland, a facility with a long aviation tradition. Scandinavian Seaplanes aims to be profitable latest 2023 stating that the Halli facilities can manufacture 20-30 planes per year. They will concentrate mainly in assembly, while most parts are made by a chain of audited nearby subcontractors. We have been negotiating with the city of Jämsä since the beginning of the year says Anssi Rekula, CEO of Scandinavian Seaplanes.

Jämsä Mayor Anna-Liisa Juurinen said, “The new arrival will strengthen the aviation industry in the area. Halli airport, nearby lakes, and new aviation-related partners motivated Scandinavian Seaplanes to locate in Jämsä,” Juurinen added.

The somewhat faster Saab Draken is also built in the area.

“Each component of the renewed Aurora has been optimized through design and selection of materials which include carbon fiber, aluminum, Kevlar and wood-composites,” explained Anssi. “This material optimization helps Aurora lead the light seaplane industry with 595-pound useful load without compromising strength and durability.”

Scandinavian Seaplanes is proud Aurora uses what some might call an antiquated construction material: wood. Anssi noted, “In today’s environmentally-conscious world one of the nicest features of the wooden structure is its small carbon footprint, which is about 65% less compared to other construction types. Wood binds carbon, whereas the manufacture of aluminium and reinforced plastic materials and carbon fiber release it.”

Flight training will be a part of ”one-stop” customer service from Scandinavian Seaplanes, as buyers will be offered training for type and seaplane ratings plus the Private Pilot License.

Topaz Wins Another Award

Today, many LSA have become quite deluxe with fancier interiors and better avionics. However, Ekolot was ahead in this upgrade game.

The Polish company’s top-of-the-line Topaz is a striking machine outside and inside with its automotive-styled, leather-trimmed interior and nicely-achieved features.

Ekolot has experience with sailplanes and the composite finish shows a glider producer’s attention to an exceptionally smooth finish.

Get factory tech specs (metric) but the U.S. translation is: wing span 35.3 feet; wing area 109 square feet; gross weight 1,232 pounds (the first weight FAA chose for LSA; later updated to 1,320); empty weight 639 pounds, meaning Topaz has a useful load of 593 pounds and a payload with full fuel of 485 pounds; fuel 18 gallons, cruise 123 mph (107 knots); climb 1,575 fpm; stall 34 mph.

Standard power is supplied by Rotax 912 swinging a three-blade composite prop. It is sold standard with an whole-airframe emergency parachute.

At Sun ‘n Fun 2021, importer Krzysztof “Kris” Siuba collected another trophy for his office shelf as Topaz won the “Outstanding Factory-Built Fixed Wing Light-Sport Aircraft” category.

Hopefully, Kris and Topaz are not “tired of winning” as a well-known politician once predicted.

Here’s fresh video of the SW-51 conducting its first flight — lots of good images, courtesy of the factory:

A great many of you read our recent article updating FAA’s latest work on the new LSA regulation. Some of you may prefer an audio version with a terrific slide show (featuring around 150 beautiful airplane pictures):

Compress Post ...

Summer is fast approaching and for much of the northern hemisphere, that means seaplane flying. For all pilots, covid fear is dissipating and summer skies beckon. In this LSA Update… Learn about the return of Finland’s wood-and-composite LSA seaplane, now rebadged as Avion from new supplier Scandinavian Seaplanes (updated 6/15/21) Check out another award for Ekolot’s handsome and deluxe Topaz See a very fresh video of the impressive ScaleWings SW-51 in flight Watch a video version of our recent FAA regulation update on Mosaic As the globe slowly emerges from the dark cloud that was Covid, the light aviation industry is doing admirably to move forward with developments and improvements. Come along for the read — check out these stories. Atol is Back …with Avion According to main man Anssi Rekula, “Finland is a true [paradise] of seaplane flying with 188,000 lakes, 45,000 miles of river and 4,000 miles of seafront.” That is surprisingly similar to the United States even though America is 29 times larger by area.

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Flight Design Introduces CTLS GT with Rotax 914 Turbo Power

By Dan Johnson || 9 Comments

Recently I interacted with a reader, someone considering a light aircraft for purchase. He inquired about the ability of ultralights or Light-Sport Aircraft to cope with high density altitude. He raised valid and worthy points but showed a certain lack of knowledge about the capabilities of light aircraft. (We are working on a more detailed article on this subject.)

Here’s the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly.

In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically.

So, a higher power-to-weight ratio is good, but do limits exist?

Welcome to CTLS GT 914T

“Flight Design is pleased to announce the availability of the 914T option for the CTLS GT 2020,” the German company announced today. “CTLS GT with the turbocharged Rotax 914 plus a large intercooler greatly improves the climb rate, cruise speed and high-altitude performance on Flight Design’s most popular model.”

CTLS has long been the leader in the American LSA fleet. While the company has also announced their F-series, CTLS remains a key model for the company. The CT-series already fits regulations in many countries.

“We are very excited to finish development of this new variant of the CTLS GT,” said Daniel Guenther, managing director of Flight Design general aviation. “The design team did a beautiful job integrating the Rotax 914 with the turbocharger and intercooler into the new longer cowling of the CTLS GT 2020. From the large NACA inlet (photo) and the custom welded aluminum piping, the engine compartment is just a thing of beauty,” said Daniel.

CTLS GT Turbo incorporates all the new features of the GT 2020 model including the longer, more attractive cowling with improved cooling and cabin heating, new prop spinner, and new low drag wheel pants for improved performance. Equipped with a full Garmin avionics suite including dual G3X screens, the CTLS GT is a thoroughly modern aircraft that can reach 140 knots (TAS at altitude) and can climb at better than 2,000 feet per minute.

“I was very impressed with the performance of the CTLS GT with the Rotax 914 Turbo,” said Flight Design test pilot Nico Stambula. “CTLS GT Turbo climbs like a rocket and easily reaches 140 knots at altitude.” Stambula added that the 914 intercooled engine maintains consistent temperatures. In addition, this is a very smooth flying package.”

The first CTLS GT will be shipped to an owner in South Africa, which has both high temperatures and high elevations. Flight Design believes the new model “should be just great for operating in those more challenging conditions.”

With the addition of the Rotax 914T option, the long-running CTLS extends its range again. Various models are available as a European 600 kilogram (European) Ultralight, an ASTM-compliant Special LSA, or as an EASA-certified aircraft. Models are available with the Rotax 912, the 912iS and now as a turbocharged performer as the CTLS GT 914T.

“What? No Rotax 915?”

Someone was bound to ask why engineers didn’t use the newest 141-horsepower Rotax 915 iS, so I queried the company on this question.

Since the start of Light-Sport Aircraft, Flight Design has been represented in America by Tom Peghiny, proprietor of Flight Design USA. He’s everyone’s go-to guy for all things CT.

“Flight Design chose the Rotax 914 Turbo for the CTLS 2020 GT airframe for several reasons:

  • “Engine weight and size were perfect for the CTLS airframe with no structural modifications required to the existing airframe.
  • “Top speed at altitude was also within the existing CTLS limits, so no long test flight program was required to make the 2020 GT turbocharged variant.
  • “Because the 914 has a similar configuration to the often-installed 912ULS and 912iS, no major firewall-forward changes were needed to fit a 915.”

Tom added that he is gearing up for the company’s display at EAA AirVenture Oshkosh 2021 where he will lead the announcement of other Flight Design products; aircraft will be on exhibit in space 94.

Here’s a review of the CTLSi with the 912iS engine. Most of the video regards the airframe that remains the same on the CTLS GT 914T.

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Recently I interacted with a reader, someone considering a light aircraft for purchase. He inquired about the ability of ultralights or Light-Sport Aircraft to cope with high density altitude. He raised valid and worthy points but showed a certain lack of knowledge about the capabilities of light aircraft. (We are working on a more detailed article on this subject.) Here’s the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly. In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically. So, a higher power-to-weight ratio is good, but do limits exist?

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Airborne at Last — Scalewings’ Intricate and Spectacular SW-51 Achieves First Flight

By Dan Johnson || 8 Comments

This flying dream has been years in the making. Admittedly, it’s a big project, but so authentic is this 70%-scale P-51 Mustang lookalike that I think I see you already starting to drool.

Don’t feel too conspicuous. It’s happening to me, too, along with nearly everyone else. [Article updated on 6/4/21 regarding price information; see below. —DJ]

Of the many thousands of airplane designs created since Orville and Wilbur made their first flight 118 years ago, North American’s muscular Mustang consistently ranks as the most-admired flying machine.

You probably can’t afford an original (or even the maintenance it takes to keep one flying) but you might be tempted by this fantastic carbon fiber vision from Euro developer, ScaleWings AeroGroup and its ultra-energetic designer, Hans Schoeller.

SW-51 Finally Flies!

On May 20th, 2021, SW-51 Mustang successfully performed its first flight at Mlada Boleslav airport (LKMB) in the Czech Republic.

ScaleWings reported, “Aircraft serial number #001 took off at 11:37 am into a light cloudy sky.” The all-important first flight went without problems.

“Chief Test Pilot Jirko ‘Jiri’ Hybler praised the balanced and highly maneuverable handling of the aircraft, managing crosswinds of more than 10 knots with superior control,” continued ScaleWings. “Within the first flight hours all systems were checked to prove their functionality.”

The company reported test flights included cycling up and down of the all-electrically-driven landing gear. First flight went exactly to plan and 35 minutes later, the aircraft landed safely.

“This first flight of the serial aircraft configuration of the SW-51 Mustang is an important milestone for our team,” ScaleWings said.

The SW-51 aircraft program was launched in 2013, followed by a successful first flight of a “proof of concept” prototype just one year later in 2014. Since then ScaleWings has been working on both production processes for the aircraft and preparing the company’s production site in Krosno, Poland.

The ScaleWings SW-51 Mustang is a true-to-scale high performance replica modeled precisely upon the original North American P-51 Mustang aircraft dimension but fully built from carbon fiber.

No question, SW-51 deserves the closest possible examination. This is an amazing construction.

SW-51 is an intricate eye-catcher featuring more than 100,000 details such as simulated rivets, screws, fabric and more that were meticulously handcrafted into the manufacturing molds. Even when you physically touch them, rivets and screw heads feel real. They’re not; it’s a marvelous illusion.

Schoeller’s unique treatment combines with a high quality chrome-like finish, allowing SW-51 to almost-identically mirror the original’s aluminum appeal. Without a doubt, this is an unprecedented execution beyond anything I’ve ever seen.

The aircraft is designed for up to 750 kilograms (1,653 pounds) gross weight, while it is currently being flown in a category limited to 600 kilograms (1,320 pounds) in accordance with prevailing European standards. The numbers show SW-51 could fit nicely into FAA’s proposed Light Personal Aircraft but it could also stay a Light-Sport Aircraft. A fixed gear, fixed pitch prop version has been in discussion for some time.

With first flight in its logbook, ScaleWings said, “We will produce and deliver 5 aircraft in 2021 and 12 aircraft in 2022.”

SW-51’s configuration features a Garmin G3X glass cockpit, electrically driven retractable landing gear (main gear and tail-wheel), ballistic emergency airframe parachute by Galaxy GRS and a brand new Rotax 915iS Turbo engine, catapulting the sleek design to a climb rate of more than 2,200 feet per minute. The airframe’s flight envelope is designed for a Vne of not less than 400 kilometers per hour (216 knots). The good news is noise is far less than on an original P-51 with its huge Roll Royce engine, but a clever “sound system” preserves the imagery and a ’51’s historic ramp appeal.

Updated Info — Some readers were intrigued enough to ask about price. SW-51 is not cheap but at this level of complexity to manufacture, I doubt many readers expected anything different. Here’s what Christian wrote in response to my request, “Depending on the configuration, expect something starting in the range of €240,000 in Europe (about $292,000 at today’s exchange rates). While ScaleWings is not ready to start U.S. deliveries yet, Christian did state that an N-number-registered Experimental Amateur Built version will be offered. —DJ

ScaleWings is a German aircraft design and manufacturing company with offices in Austria and Poland. The company runs its own production plant in the renowned “Aviation Valley” in southeast Poland, where the SW-51 Mustang is built by a workforce of 30 full-time employees in a 25,000 square foot facility. The company reported, “[We] have now entered serial production of the aircraft with a current production output of twelve aircraft per year.

“SW-51 Mustang costs less than 10% to acquire, less than 1% to maintain and it burns less than 15% of the fuel of an original North American P-51 Mustang aircraft. That’s a big savings but this is not an inexpensive kit.

Due to the simplicity of the design ScaleWings stated and its test pilot confirmed SW-51 does not require exceptional pilot credibility, reducing costs of training and operation and costs such as aircraft insurance and annual inspections.

If you, like so many, have dreamed about flying a P-51 (but probably never will), SW-51 might be an answer to prayers.

As Christian concluded, “[SW-51] facilitates the entry for anybody to finally … own and fly a Mustang by him or herself.” Affordable means something different to every individual but this striking light aircraft may encourage you to save all you can.

Here’s my video interview and review of Scalewings SW-51 from Aero 2018. Learn many additional facts from my conversation with Marketing and Sales leader Christian von Kessel and designer Hans Schoeller:

Compress Post ...

This flying dream has been years in the making. Admittedly, it’s a big project, but so authentic is this 70%-scale P-51 Mustang lookalike that I think I see you already starting to drool. Don’t feel too conspicuous. It’s happening to me, too, along with nearly everyone else. [Article updated on 6/4/21 regarding price information; see below. —DJ] Of the many thousands of airplane designs created since Orville and Wilbur made their first flight 118 years ago, North American’s muscular Mustang consistently ranks as the most-admired flying machine. You probably can’t afford an original (or even the maintenance it takes to keep one flying) but you might be tempted by this fantastic carbon fiber vision from Euro developer, ScaleWings AeroGroup and its ultra-energetic designer, Hans Schoeller. SW-51 Finally Flies! On May 20th, 2021, SW-51 Mustang successfully performed its first flight at Mlada Boleslav airport (LKMB) in the Czech Republic. ScaleWings reported, “Aircraft serial number #001 took off at 11:37 am into a light cloudy sky.” The all-important first flight went without problems.

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