A month ago as EAA AirVenture Oshkosh 2021 ended, the most popular article from my week of reporting from the big show focused on Composite FX. The Florida producer makes a line of single seat helicopters many pilots could actually afford.
Those words almost don’t belong in the same sentence: “afford” and “helicopter.” Most pilots have little idea how much they cost because they’re seen as expensive and devilishly hard to fly. A Robinson R22, the company’s lowest cost two seater, starts at $325,000.
So, are all helicopters expensive and difficult to fly? “No,” say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don’t take my word for it. With this article I present two fresh videos about this company and their aircraft.
Part 103 to Turbines
Perhaps you accept that Composite FX’s XEL Part 103 model can legitimately make Part 103 using some lightweight floats — and yes, this is legal and proper, see this FAA document guiding field personnel.A Genuine Part 103 Helicopter plus a Turbine-Powered Model — Both Priced Fairly
A month ago as EAA AirVenture Oshkosh 2021 ended, the most popular article from my week of reporting from the big show focused on Composite FX. The Florida producer makes a line of single seat helicopters many pilots could actually afford.
Those words almost don’t belong in the same sentence: “afford” and “helicopter.” Most pilots have little idea how much they cost because they’re seen as expensive and devilishly hard to fly. A Robinson R22, the company’s lowest cost two seater, starts at $325,000.
So, are all helicopters expensive and difficult to fly? “No,” say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don’t take my word for it. With this article I present two fresh videos about this company and their aircraft.
Part 103 to Turbines
Perhaps you accept that Composite FX’s XEL Part 103 model can legitimately make Part 103 using some lightweight floats — and yes, this is legal and proper, see this FAA document guiding field personnel. That model uses the MZ202 engine.
The XE290 is equipped with a more powerful engine, additional fuel, and more instrumentation. Of course, you have to build this one but they can help at the factory.
Their top-of-the-line is the XET, with “T” for “Turbine.” The factory guys seem most stoked about this and no wonder. All XEs, regardless of model, run their engines at high revs during most of the flight.
Such engine operation and the need to direct power two ways and at two speeds is why original creator John Uptigrove‘s transmission simplification was so important.
Usually, helicopters have a costly, heavy, maintenance-intensive transmission to take some engine power and send it to the tail rotor at a higher speed while the rest is used to power the main rotor at a much lower speed. Instead of gears, Uptigrove substituted cog belts for this transmission. The quality of belts has so improved that they are now considered to be highly dependable. Cogs, like gear teeth, insure against slippage.
This simpler method is a key reason why not only are the XE helicopters well priced but why they have fewer repair problems and are significantly lighter in weight.
Cog belts must be changed every five years even if they appear to be in excellent condition. To avoid blowouts, semi-truck operators also change tires every five years whether visually needed or not. However, unlike big truck tires, the XE helicopter cog belts are modestly priced around $50, which seems like mighty cheap insurance for such a critical part.
Are They Safe?
First, would you call aviation safe? You probably would and I’d agree. Yet most people looking at our lovely little airplanes suspect we are either crazy or thrill seekers. Are pilots who think helicopters are inherently dangerous equally myopic?
Composite FX‘s engine shop modifies T62-T2A Solar Turbine engines, often used as an APU, or Auxiliary Power Unit. They produce a steady 95 horsepower.
As Norbert explained, the light weight of the aircraft combined with that 19-foot, fast-spinning flywheel called the main rotor can make the action of auto-rotating much easier (though he advises you still have to act within one second of engine failure to maintain rotor speed).
Simplifying, auto-rotating means turning a helicopter into a gyroplane and gliding to a landing.
Learn more by visiting their web page or by viewing the two videos below. Composite FX’s XE line heightened my interest in rotary-winged aircraft. You could be similarly affected.
Helicopter SLSA Coming?
It’s too early to know but FAA’s upcoming regulation may possibly accommodate rotary-winged aircraft — in addition to finally letting gyroplanes qualify as SLSA. As the agency significantly changes the rules for Light-Sport Aircraft, new doors could open.
Composite FX personnel showed interest in looking into this opportunity and it is not unreasonable for FAA to at least consider these aircraft assuming appropriate ASTM standards can find acceptance (no helicopter standard has yet been proposed). XE safety does not pose a problem; Composite FX has delivered around 500 units and only two suffered serious accidents, according to the factory.
Composite FX’s Norbert Richter observes while a technician programs a CNC machine in their factory.
Another challenge for XET as a SLSA: FAA permitted only piston engines for LSA when they issued their first regulation in 2004. A reason given for this requirement — which regrettably also eliminated any chance of electric propulsion although this will be fixed in the new reg — was to prevent turbine powerplants. They were considered too complex for Sport Pilots. Yet ask any pilot or mechanic with jet engine experience and they’ll say turbines, which spin at very high revolutions, are actually simple to operate.
A company in Australia, TurbAero, has developed a small turbine that could be used on LSA and they have written a proposed ASTM standard for such powerplants.
Maybe in 2024 you could buy a turbine XET ready-to-fly. Now, wouldn’t that be something?
This first video is shorter (6 min.) and introduces you to the XE line of single place helicopters from Composite FX. You also get a close look at some of the hardware innovations that help Composite FX maintain modest prices. You may not believe the aerial “taxiing” you’ll see in this video.
This second video is a full-length interview (14 min.) with factory rep, Norbert Richter. We go through some history of the design and delve into details about construction, operation, and cost. Periodically, while the interview goes on you will be treated to some amazing flight footage. Enjoy!
A month ago as EAA AirVenture Oshkosh 2021 ended, the most popular article from my week of reporting from the big show focused on Composite FX. The Florida producer makes a line of single seat helicopters many pilots could actually afford.
Those words almost don’t belong in the same sentence: “afford” and “helicopter.” Most pilots have little idea how much they cost because they’re seen as expensive and devilishly hard to fly. A Robinson R22, the company’s lowest cost two seater, starts at $325,000.
So, are all helicopters expensive and difficult to fly? “No,” say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don’t take my word for it. With this article I present two fresh videos about this company and their aircraft.
Part 103 to Turbines
Perhaps you accept that Composite FX’s XEL Part 103 model can legitimately make Part 103 using some lightweight floats — and yes, this is legal and proper, see this FAA document guiding field personnel.
OK, look… someone will object anytime you use “best” as I did in my title. So you understand, I call the Midwest LSA Expo the “best little show on the circuit” because — thanks to highly-supportive airport manager, Chris Collins — LSA, Sport Pilot kit aircraft, and ultralights own the airfield for those few days. My video parter and I are permitted to roam anywhere on the airport looking for the best aircraft, the best stories, and to collect the best video and still images.
Having attended all of these Midwest events (but one, due to an approaching hurricane in my home state of Florida), I can tell you — and many pictures prove — that social distancing is easy at Mt. Vernon. These sector-specific shows have smaller crowds. You can easily approach a vendor and have a conversation without getting close, if you prefer.
“The shuttles (to and from hotels and restaurants in town, 15 minutes away) will begin with the first arrival.
Maybe I should clarify: I mean the on-site camera work plus the keeping track of what we’re doing next, handling a load of gear, planning the next day’s video stories, downloading huge video files each evening and placing them somewhere to be used later, and charging up everything you own as you sleep. While we’re shooting a video, Dave takes a director’s view of where we’re going and guides us along. He’s also very aircraft-savvy so if we lack a piece of information, he can often provide it. The show must go on, you know.
AirVenture Oshkosh is arguably the most important aviation event in the world each year, bringing people together from all points on the compass… or, at least it usually does.
One objective of mine was achieved when a trusted, reliable source provided me with hard data about the state of the light aviation industry around the world. Most readers know I follow the 
Zara has a good aviation foundation. She reports traveling in small planes since the age of six, skydiving at 11, and flying a plane at 14. After all that why not go for broke at 19? Ah, youth!
The title isn’t new.
Through those years, a man I learned to deeply admire edited the publication. Many readers will recognize the name Dave Martin from earlier days. He had an impeccable reputation earned through thoroughness and fairness, capability and approachability. I could never slack off when preparing material for Dave. He could be a tough taskmaster but also acknowledged when a piece was good. My writing undoubtedly improved because of years of input he offered me. I so enjoyed working with him.
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.
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.
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.
EAB Models
I recall when 
Fusion eNano
I have a video in the works where Chip will explain this more fully and talk about its merits.
So Merlin doesn’t use electric power for main thrust but does make effective use of electric propulsion.
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.
ICON
VASHON
And, speaking of area movements…
BADLAND AIRCRAFT / F-SERIES
HIPERLIGHT
CARLSON SPARROW
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.
In this edition of “LSA Update,” I’ll cover an update about…
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.
Now in the capable hands of Scott Severen, who runs 
The France-based company with a permanent U.S. operation has numerous products in support of airframes including the unique 
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.
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.
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.
“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!”
“The propeller is a very important equipment to succeed in this kind of competition,” the company wrote. “
In second position was Jeremy Penone using the super-tested Thor 250.
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.
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.
In the present time — before big changes coming with the so-called 
“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.
You see, for years, the FAA has kind of wanted things both ways.
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.
It seems to me that the FAA discharged its weapon at its own foot. Give those attorneys a bonus.
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.
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.
“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.)
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.)
Most of us, however, are not Alberto. Apparently, this man does not care to sit idly and admire his past achievements.
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.)
“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.
“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.”
Article 
photo from 
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.
How long will the aircraft fly at cruise/cross-country? — Answer: “45 minutes at 18kW (reduced power) and 75 knots indicated airspeed”
A little over a year ago, the engine builder from Gunskirchen, Austria celebrated their 100th anniversary. 
