Winter is coming, so naturally, it’s time to start thinking about seaplanes… right? It always seems weird to write about water-based activities as frost begins to envelop the northern two-thirds of the country. Yet winter is when all the big boat shows happen because buying new vessels requires advance planning. It’s also pleasant to think about spring and summer while snow flurries fly.
For many years I’ve written about this sector and names like Searey, Seamax, and Aventura (all in nearby image) have long been the leading brands. Now the first two are in financial trouble and the last has decamped to Brazil from Florida. Whatever is going on, Vickers Wave may represent a breath of fresh air.
In articles last fall and this spring, I gave overviews of the entire LSA seaplane market (read here or here).
Vickers Wave Update
Vickers previously noted, “Wave has finished its flight testing, resulting in a 120-knot cruise and useful load of 750 pounds powered by a Rotax 916iS (reviewed here).”
“A frequently asked question I receive is, ‘What is taking so long?’,” begins Paul Vickers.
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Higher Flyer: The WT9 Dynamic Turbo
Lined up on the runway, I open the throttle to the stop. The Dynamic surges forward, my right thumb presses a small button at the base of the throttle quadrant and I push the lever further forward. In an instant there’s 15% more thrust and the speed tape really starts to roll. Ease back on the stick and we’re airborne after a very short ground roll and climbing away at well over 1200 fpm.
Flaps up, and 20 seconds later we’re passing through 400 feet, I pull the power back past the detent and the turbocharger control unit (TCU) reduces boost to 35 inches of manifold pressure. I then lower the nose, dial the prop rpm down to 5500 engine rpm and note the VSI is still showing around 1000 fpm before swinging the shapely spinner onto a south-easterly heading. Already I can see that the field of view is phenomenal and feel that the handling is crisp and taut.
Buying Used: Tecnam P2008
Most of the factory-built Light Sport aircraft that rolled after the FAA defined the category in 2004 were rather utilitarian—with rudimentary avionics and spartan interiors. Some of today’s Light Sport planes, however, are better equipped and more luxurious inside than GA planes that cost significantly more. Tecnam Aircraft was among the first manufacturers to recognize there was a market for upscale LSAs, and it responded with the P2008. The plane has become one of the company’s most popular aircraft.
“I don’t think there’s a better value out there when you look at ownership costs and resale price,” contends Mark Gregor, a former Tecnam dealer and long-time P2008 owner. “I don’t consider it an LSA…just a top choice for a two-seat aircraft.”
If buying a used P2008 is something you’re contemplating, then this article is for you. It will introduce you to the aircraft, model variations and flight characteristics, as well as provide advice for a pre-buy inspection and long-term ownership.
Where Are We On Unleaded Avgas?
Industry wide progress on a so-called drop-in replacement for high-octane avgas always seems to go in fits and starts. Lots of noise then a period of silence. Is anyone actually doing something on this, you may ask? The answer is most definitely yes, but the recent news has come more in dribs and drabs than the full-firehose effect we expect around the major airshows.
But let’s start here. The other shoe dropped on the sale of leaded avgas in California. There had been a legal agreement (a consent decree) that depended on the availability of an alternative to 100LL but now the transition is being forced by new legislation signed into law this month that “would prohibit an airport operator or aviation retail establishment, as defined, from selling, distributing, or otherwise making available leaded aviation gasoline to consumers on or after January 1, 2031.” Coincidentally, the End Aviation Gasoline Lead Emissions (EAGLE) program has as its goal a replacement in place by the end of 2030.
A Multicopter Current Pilots Might Enjoy? …Developed Within Our LSA Industry
Here’s a helicopter-like aircraft you might actually consider. I have often reviewed what I call multicopters (several articles). I searched for aircraft you might fly for fun; several of them can enjoy the freedom and special benefits of Part 103. I’ve stayed away from commercial “air taxi” projects.
But what if a longtime producer of Light-Sport Aircraft entered the space? What if the aircraft looked like a helicopter but one you could fly without the steep learning curve? What if it offered 45 minutes of flight with a 15-minute reserve?
The earliest entries had short flight times, 15-20 minutes. Most of them cost too much. For example, Opener’s Blackfly (now called Helix) was first promoted at the cost of a “luxury SUV,” perhaps meaning $80,000 at the time. It has since more than doubled in price.
You may doubt or dislike these flying machines, especially when you don’t know the people behind the projects.
Flight Design Increases F2 Production — Moves CT-Series
As we Floridians prepare to face Hurricane Milton starting later today, I’m pleased to give an update on one of our leading companies in the LSA space. I refer to Flight Design, which gained fame for the enviable success of its CT-series aircraft (CT2K, CTSW, CTLS, CTLSi, CT Super). In the United States, more of these models fly as LSA than aircraft from any other brand.
In the USA, importing Flight Design aircraft is now handled by Airtime Aviation, a leader in its own right. For two decades, Airtime has been the nation’s #1 seller of Light-Sport Aircraft, delivering to American pilots a large percentage of those hundreds of CT-series aircraft. Importing was previously handled by Flight Design USA; regional dealers also contributed to enlarging the CT fleet in this country. The German designer has enjoyed good success in numerous countries.
In addition to those many sales, Flight Design has long been a leader among western producers moving into Eastern Europe to take advantage of skilled technical workers and engineers.
Flying Dynon’s Emergency Glide Feature — Go Down Easy (UPDATED)
I probably shouldn’t admit this, but some features that come with the latest electronic flight instruments have left me a little, um, disinterested. Until I try them, that is. A good example is the concept of “safe glide” or even autoland. Garmin introduced both concepts a few years ago, though the full-autoland idea is more recent and limited to high-end aircraft where the system can control the engine directly. That’s not at my pay grade.
The more common version is what Garmin calls Smart Glide and, more recently, Dynon rolled out what it calls Emergency Glide. They work similarly: When commanded, they set up a controlled descent to the nearest viable airport and let the pilot concentrate on other things. To be honest, I was a bit meh about them as safety features. After all, you’re trained to set the airplane up for best-glide speed as soon as you recognize a power failure and all good pilots fly along considering which airports beneath them are reachable.
Buying Used — Zenith STOL CH 750, Backcountry on a Budget
Purchasing a used airplane can be risky because it’s sometimes difficult to determine whether the aircraft has been taken care of properly. Buying a used kit aircraft? Even riskier. Not only do you have to worry about wear and tear, but also whether the builder knew what they were doing. But that doesn’t mean buying one is foolish. It might allow you to find an aircraft that truly fits your needs, and possibly save you money because its home-built origin will likely reduce the price.
If you feel comfortable going this direction, then a used Zenith is worth looking at—and if you don’t, remember that Zenith has also made the CH 750 as a factory-built SLSA, of which there are currently 42 registered in the U.S. Anyway, the company has been making kits for three decades and it has a great reputation in the Light Sport world. Its STOL CH 750 model is especially popular among builders, and you can find used ones up for sale fairly often.
FAR Revisions to Fix the “LODA Problem”
The FAA has published a glut of rule changes affecting CFR Part 1, 11, 61 and 91 regulations that affect, among other things, pilot privileges across a wide range of activities. But for owners of Experimental/Amateur-Built aircraft, the best news is the rescinding of the so-called LODA rule. Recall that in 2021, the FAA changed its stance on owners getting flight instruction in their own homebuilts, which resulted in the need for a “letter of deviation authority.” The FAA, to its credit, quickly came up with a system to issue LODAs to owners and flight instructors, but the underlying requirement flew in the face of precedent.
The FAA takes this explanation further in today’s ruling published in the Federal Register and to become effective December 2, 2024. “Previously, §§ 91.315, 91.319, and 91.325 generally prohibited flight training, checking, and testing when compensation is provided. In 2020, the FAA issued Warbird Adventures, Inc.
See This — Radiant’s Low-Coast Angle of Attack
Sometimes the simpler the better. At least that’s the philosophy James Weibe has always seemed to follow. He’s definitely embraced that approach with the new visual angle of attack (AoA) indicator. No electronics. No special pitot tube.
The Radiant AoA is a simple vane-style pointer you mount to the wing nearest you—well, because you want to see it. According to Radiant, “Our new Visual AOA provides direct visual feedback of the aircraft’s Angle Of Attack. Any pitch change or power change is immediately reflected in the indication. It is designed to mount on the leading edge of an experimental aircraft. It is available with a generic mount for the leading edge of aircraft. A top side mount for Sonex (low wing) aircraft is also available.” The instrument is easily removable to prevent skewering your next Young Eagles ride. (Mom says thanks.)
Weibe includes a demo video for your consideration.