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Flight Design’s F2 Light-Sport Aircraft on Tour — Bringing the “Airshow” to the People

By Dan Johnson || 9 Comments

Although a mirror reflection of the greater global economy, many pilots are stunned that airshow after airshow has fallen to the virus. It seems like two or three years ago when, back in February 2020, Videoman Dave and I covered the Copperstate/Buckeye show west of Phoenix.

Here’s another sure sign of virus-induced time distortion. This year, 2020, was the first year that the Sebring U.S. Sport Aviation did not happen after a good run of 15 years. Yes, only seven months ago, many of us would’ve been heading to Sebring, Florida.

Little did we know in those carefree times what cataclysm was to follow starting in March 2020.

When cut off from usual routines, what does an inventive entrepreneur do?

Take to the Air!

Tom Peghiny, the veteran importer of the most successful LSA brand in America, has a new nose-to-tail, winglet-to-winglet Light-Sport Aircraft to show airshow attendees …except he can’t.

Tom has run Flight Design USA since before the category was implemented by FAA back in 2004. He was an early leader in the ASTM process — through its first three (contentious) years, he chaired the all-important Design & Performance Subcommittee that created the biggest chunk of the standards used by airplane producers today.

After selling more than 300 CT-series aircraft to Americans, Tom is keen to promote his brand new model. What he lacks is a show to take it to, so what to do?

After media reported a flare-up of the virus in places Tom expected to visit, he had to cut back earlier tour plans. Instead, he chose to take the airplane to some key writers, let them fly F2, and they could tell their readership. It’s not as good as face-to-face conversations at airshows, but it’s an excellent way to communicate with the pilot community.

Soon, he’ll welcome a writer for AVweb and he will fly F2 down to AOPA’s home in Frederick, Maryland to let one of their senior writers have a crack at the new model.

How will they like it? I asked what aspects of F2 he planned to show off to these journalists.

“Feels Bigger; Flies Great”

Flying F2 since it arrived in the USA — the model was announced at Aero 2019; video below — Tom has been getting more deeply familiar with the new model.

“I’m very impressed with F2. It feels like a bigger airplane, very solid in the air. More stable than I expected. Very easy to land.” He’s comparing to the CTLS that so many other pilots know.

“F2 feels more stable in the air compared to our CTLS, which offers a sportier feel.” Pressing him for details, Tom recounted the following story from a recent flight. It involved F2’s autopilot.

“As you know, with the Garmin (or any) autopilot, you have a few stages to get it set up. When you’re ready you engage it with an ‘AP’ button.” After several minutes of flying almost hands-off straight and level, Tom realized he’d never engaged the autopilot. “F2 behaves so steadily, that even though I had it ready, I hadn’t turned it on yet,” Tom said. “It’s that stable.”

“One of the reasons stability is so important is that we are in the process of certifying F2 to Europe’s CS-23 version of FAA’s Part 23 and also plan to certify it for IFR flight in IMC, making it a logical choice as a training aircraft,” observed Tom.

That all sounds great, but how to account for such a stride forward?

At least three attributes appear to deliver the improvements:

  1. F2 has a longer fuselage, about a foot longer than CTLS (22.5 feet on F2 vs. 21.6 on CTLS).
  2. F2 has a very wide stabilizer, substantially larger than CTLS (10.3 feet vs. 7.8 for CTLS). Additionally, the newer model now uses a fixed stabilizer with discreet elevator where CTLS employs a stabilator.
  3. Finally, vertical height of the tailplane is impressive. F2’s tall tail is approximately 6.2 feet vs. 4.6 feet for CTLS.

In one of the nearby photos taken from the nose of F2, the vertical surface of the tailplane appears enormous, one to rival the very tall tail on an AirCam. However, that’s a bit of visual deception. The vertical stabilizer and rudder are relatively high aspect ratio, that is, long and slim. “F2’s tall, thin vertical may be a little rudder limited for slips, but you can still do them,” Tom confirmed.

The market leading Rotax 912iS is the only engine for the LSA version of F2 (a CS-23 version is also awaiting approval by European authorities). “At present Flight Design is not planning a 915iS for F2-LSA,” Tom noted, adding that he thought it would be challenging to keep within the current LSA speed limit using the more potent 141 horsepower engine.

More power appears unneeded. Tom reported 118 IAS at 2,500 feet. At 8,500, F2 will zip right past 120 knots measured in TAS (as is allowed). This is especially true, Tom said, because “the iS series of injected engines does better at altitudes than the carbureted models.”

When the flight is over, F2 is reportedly easier to land. I asked how?

“A longer wheelbase reduces porpoising and a single beam landing gear absorbs rebound tendency. “We also think that beam gear will end up being more rugged.”

Another helpful feature is the single throttle and brake lever (image below): forward is go; back is stop. Simple. Other designs have used this technique, good because the pilot’s hand never needs to move during the critical touchdown and rollout phase of flight.

Pilot Friendlier

When the fuselage stretched, it not only got longer and leaner looking but it got wider and taller, too. This increased cabin volume. F2 is two inches wider (50.5 inches) and has a much larger aft cabin than CTLS (which has a hat rack on each side; handy, but much smaller). F2’s cabin is higher, better for tall pilots and larger doors allow easier entry.

Inside Flight Design’s new F2. Note the two black “bars” in the middle section of the panel. Those house AmSafe airbags.

That big cabin is designed to protect its occupants, a long-term effort by Flight Design. “F2 has an extremely rigid cabin; at least two times more than the CT-series.” Like CTLS, F2’s cabin is built around a center tunnel or beam “that is very stout,” Tom added.

F2 is also more deluxe. It has an automobile feel to it, Tom thought. Indeed, with AmSafe air bags (interior photo; see black vertical bars), auto style inertia reel harnesses, and gas-piston-adjustable seats that adjust electrically for height adjustment, F2 is clearly a luxury model.

As with the whole Flight Design line, F2 will be distributed, sold, and maintained by Airtime Aviation, the world’s largest LSA dealer.

Size doesn’t come free, of course. The extra interior room, longer span, wider tail, and stretched fuselage add 107 pounds to F2 compared with CTLS, using basic empty weight facts from company brochures (717 pounds vs. 824 on F2).

No doubt F2’s four foot longer span wing (32.4 feet on F2 vs. 28.2 feet on CTLS) carries weight better and may be another reason, along with the new winglets, accounting for the good handling report.

“F2 is very efficient,” Tom said. The wing design is higher aspect, using the same chord as CTLS but a longer span. “The higher you go, the better the wing flies. It will be very good for longer cruising flights, above 8,000 feet, for example.”

F2’s new combined throttle and brake handle. Forward to go and back to stop. It can’t get any simpler and it keeps the pilot’s hand where it needs to be throughout landing.

If you look carefully (it’s subtle from most angles), F2’s wing uses cuffs as does the Icon Aircraft A5. I flew that LSA seaplane to find very well behaved manners almost no matter what you did with the controls and airspeed management. That safety attribute earned Icon extra gross weight; FAA granted such because those cuffs provide greatly enhanced slow speed stability. As the linked article above indicates, FAA told LAMA’s board of directors that any design that could prove a “stall resistant airframe” to FAA’s satisfaction could petition for a higher gross weight so it is entirely possible F2 could also request more pounds.

As we discussed the two planes, Tom said he thought I could do the same maneuvers with F2 that I’d done with the Icon A5 and I’d get a similar sensation.

“Departure stalls simply don’t,” Tom described. “With full flaps, it will ‘nod’ a bit, a kind of pre-stall but with neutral flaps the stick remains effective at all times.”

Tom worked closely with Flight Design during development of F2, playing key roles. He closed saying, “I knew we could achieve those characteristics but I didn’t know how well it would fly.”

I could almost see his smile over the phone.

I look forward to experience F2, perhaps at the Midwest LSA Expo still on schedule for September 10-11-12 in Mt. Vernon, Illinois, east of St. Louis.

Compress Post ...

Although a mirror reflection of the greater global economy, many pilots are stunned that airshow after airshow has fallen to the virus. It seems like two or three years ago when, back in February 2020, Videoman Dave and I covered the Copperstate/Buckeye show west of Phoenix. Here’s another sure sign of virus-induced time distortion. This year, 2020, was the first year that the Sebring U.S. Sport Aviation did not happen after a good run of 15 years. Yes, only seven months ago, many of us would’ve been heading to Sebring, Florida. Little did we know in those carefree times what cataclysm was to follow starting in March 2020. When cut off from usual routines, what does an inventive entrepreneur do? Take to the Air! Tom Peghiny, the veteran importer of the most successful LSA brand in America, has a new nose-to-tail, winglet-to-winglet Light-Sport Aircraft to show airshow attendees …except he can’t.

Expand Post ...

FAA’s New Light-Sport Aircraft Regulation — Progress Update for July 2020

By Dan Johnson || 41 Comments

The end is near! Or, is it?

The reference is to the long-running effort to revise the FAA regulation affecting Light-Sport Aircraft. The new ruleset has been discussed back into 2017 and started to take shape in early 2019. Almost two years later, what is the status?

I have reported on this earlier: May 2019 • July 2019 • January 2020 • and April 2020. For additional detail, go back and check those articles. In this newest report — based on LAMA‘s work with the aviation regulator — I will describe the newest development although a short review of the history is useful.

When I ask if the end is near, I mean to ponder if FAA is done with their work. Even some in industry believe FAA is about to release what’s call an NPRM: Notice of Proposed Rule Making.

An NPRM Is not going to be forthcoming soon. Instead, the agency is preparing for a full internal review of the proposals.

The Background

Before we get to details, let’s review the situation. When Trump was elected, he promised to reduce regulation that he believed was holding back the U.S. economy. He has largely succeeded at this goal. New regulations, while not stopping, have slowed from the high-speed work under the previous administration.

TAF’s Sling seen flying over LA in taildragger configuration. TAF also has a four seater that may fit LSA 2023.

As FAA began work on the regulation sometimes referred to as MOSAIC, they knew they needed to end other regulations in order to pass this new one. Trump had required that for every new regulation, two regulations must end.

MOSAIC is a sweeping regulation. Included are points well outside the world of LSA, for example, some warbird regulations are included as well as new rules about aircraft kit building. Only a portion is specific to LSA, however, that’s the part that covered here.

Ekolot’s handsome Topaz, a cantilevered design is the top model for this company with three different aircraft.

LAMA, the Light Aircraft Manufacturers Association (of which I am the volunteer president) partnered with the USUA or U.S. Ultralight Association, lead by Roy Beisswenger. The latter represents pilots while LAMA represents aircraft producers and other businesses supplying this market segment with products or services. This was a good link-up resulting in a good run with FAA.

The two organizations produced white papers for FAA on each topic where additional opportunities were sought and traveled multiple times to visit FAA in person. LAMA and USUA were fortunate to have great timing. The work began in 2014 before FAA began to seriously contemplate changes to the SP/LSA rule.

Aircraft like Progressive Aerodyne’s Searey have had retractable gear for years but such configurations may be allowed under the new regulation.

LAMA and USUA worked to persuade FAA to open up opportunities for builders of and companies servicing Light-Sport Aircraft and the pilots who own and fly them. At the start, they spent a year and several meetings asking industry and pilots what they wanted in changes to the SP/LSA regulation. They got an earful.

Wise advice later suggested trimming the wish list to something FAA could handle. If presented with a long list, the effort could reduce, not help, chances of getting what was desired.

Six years on, FAA said they have included for consideration every LAMA request, putting these suggestions in the draft regulation that FAA personnel will now begin to closely review.

However, at the request of others and on their own, FAA added more changes, such as increased weight, speed, more seats, retractable gear, and more.

Bigger, Better
…and More Expensive?

To say LAMA and USUA are hopeful about a substantial enlargement of the LSA field would be a timid statement. The organizations are hopeful for a significant expansion, but…

Powered parachutes, used primarily for recreational flying, also have working possibilities that may be permitted under LSA 2023 rules. Photo from Paraplane.com

The two organizations’ request for more privileges does not mean they think all LSA should become larger, faster, more capable aircraft.

More broadly, LAMA and USUA absolutely support smaller, slower, less costly, more highly specialized aircraft that add so much appeal to this segment of recreational aviation.

Best is if the “affordable” side of aviation can thrive even as the organizations hope for changes to allow activities such as commercial use.

FAA Nears “Ex Parte”
What Does that Mean?

As August 2020 begins, FAA is approaching “ex parte.” During this period FAA can no longer discuss what they are proposing.

Simple and low cost aircraft such as this simple North Wing ATF trike do not need added weight or speed and do not need to change.

The regulation change is nearing an internal FAA deadline. This will come between early August and early September 2020. What does this mean?

Before FAA can finish the proposal and prepare it for a Notice of Proposed Rulemaking or NPRM, they must go through an internal review. This is no small undertaking.

FAA executive management has considerable say in how and where this goes, so executives overseeing this work have begun attending a series of every-week meetings.

Gyroplanes such as the SilverLight Aviation American Ranger AR-1 shown here, may finally be allowed as fully-built Special LSA.

After the proposal enters the August/September time frame, what the rule writers have prepared will be examined by FAA’s legal department who will, among other things, assure the language is proper and fits correctly within FAA’s other regulations.

FAA’s economists must assure the regulation does not put undue economic burden on the public and/or taxpayer.

In addition, others inside FAA will have points they wish to make and the people actually preparing the work must accommodate the comments and requests of executives, lawyers, economists, and others.

Before the ex parte period starts, LAMA and USUA have a further update on industry requests. The news remains positive.

The Latest

LAMA and USUA personnel recently had teleconferences with two essential FAA departments: Aircraft Certification and Flight Standards.

Not only was Evektor the very first Light-Sport Aircraft to win approval — as the SportStar — but the Czech company was early to develop a four seat model called Cobra that could be allowed under the MOSAIC proposals currently being reviewed.

Given the extraordinary circumstances surrounding coronovirus, these conversations have been Zoom conferences with all parties working from home. Such communications work well but lack the bigger value of in-person visits. At present, visits to DC would not work.

Aircraft Certification — These are the main people to whom the organizations have been speaking. Their aircraft role is obvious but they do not work on the operational side, that is, which pilots may fly LSA 2023 under what conditions, and who may perform maintenance on them.

Flight Standards — This group addresses the operation side. For LAMA, one of the most important initiatives has been Aerial Work or Commercial Use of LSA 2023. LAMA believes this is one of the most valuable aspects for both manufacturers and the pilots who operate the aircraft they build.

Speaking to personnel from Flight Standards personnel, we opened the discussion by explaining three areas that had not yet been well addressed:

  • Pilot qualifications for expanded use of SLSA, such as commercial use
  • What kinds of ratings may be required for aircraft with added capability
  • Maintenance personnel requirements (recall FAA expects to add electric propulsion)

Flight Standards rule writers confirmed that commercial use is still being reviewed, but the focus has been on fixed-wing, three-axis airplanes.

For other aircraft, LAMA and USUA asked:

  • What certificate will be needed to do commercial work?
  • Sport Pilot? Private Pilot? Commercial?

Industry participants reminded FAA that for powered parachutes and weight shift control trikes, no commercial rating is available. The question focused on including these types in all privileges.

Aerotrek‘s popular models (A220, A240) have enjoyed steady sales since the beginning of LSA. Here is another aircraft that does not need to change significantly.

FAA asked if industry believes a Commercial Pilot certificate is desirable for this work?

Roy Beisswenger expressed the opinion that a Commercial certificate wasn’t necessary and that allowing Private powered parachute pilots additional privileges to what they already had — such as demonstrating an aircraft for sale, and towing — had proven sufficient.

Roy also mentioned that the military has expressed interest in, for example, certain powered parachutes. At least two companies are presently selling aircraft to the military, which prefers to support aircraft with commercial viability, but FAA rules don’t presently allow for that.

In this teleconference, LAMA and USUA learned that FAA internal reviews may start between August 5 and September 5 after which rule writers would begin working on the regulation’s Preamble points. The Preamble is what is used to justify the rule and is written first. That is when they will officially enter ex parte.

LAMA received no answer on when privileges will be decided for Commercial Use or other requests.

What LAMA/USUA
Originally Requested

  • SLSA (fully built, not kit) Gyroplanes
  • Aerial Work / Commercial Use
  • Electric Propulsion
  • Single Lever Control (in-flight adjustable prop)

FAA representatives from both Aircraft Certification and Flight Standards have confirmed that — while nothing is certain at this time and that many more people inside the agency must have an opportunity to provide their expertise — all the requests by LAMA remain in consideration.

While LAMA repeated that some LSA do not need to get heavier or larger, nonetheless, growing the segment can be helpful for many business serving this market.

Other changes under consideration (to present LSA):

  • Increased weight (likely based on a formula)
  • Four seats
  • Retractable gear
  • Increased airspeed
  • Electric / Hybrid propulsion

A maximum stall speed and a horsepower cap have been proposed.

Some FAA goals have not changed:

  • “LSA of the future should remain “safe, simple, and easy to fly.”
  • “We want to be less prescriptive …to leave more for industry to decide.”
  • “LSA has been a successful development”
  • FAA sees “opportunities to safely expand this sector of aviation while decreasing burden on the industry” and seeks to “make this a positive for industry.”

FAA’s Overarching Purpose

Light-Sport Aircraft designs and the manufacturers of these aircraft have performed well and FAA generally recognizes this.

Texas Aircraft, builder of the Colt, celebrates received their FAA approval to fully build and sell the new aircraft.

While industry took the early years to get up to speed on the then-new regulation (it was introduced in September of 2004), FAA acknowledged industry is meeting the requirements satisfactorily. Evidence of this is the agency’s use of LSA experience with industry consensus standards as they rewrite the regulation for Part 23 (legacy GA aircraft) certification.

FAA rule writers sought to fill a yawning gap between LSA and Part 23 aircraft. On this particular point a whole new category — called “Light Personal Aircraft” — has been floated. LAMA and USUA are looking into this possibility. Allegedly, such LPA would, if enacted, fall between LSA and Part 23 conventional-certified aircraft.

Finally, the agency confirmed it has also been reviewing this proposal with CAAs in other countries.

That sums the report through July 2020. With internal reviews shifting into higher gear but with the flow of communication coming to a temporary close, industry will be observing FAA actions very closely.

LAMA and USUA remain committed to pursue interests of industry and the pilot community.

Compress Post ...

The end is near! Or, is it? The reference is to the long-running effort to revise the FAA regulation affecting Light-Sport Aircraft. The new ruleset has been discussed back into 2017 and started to take shape in early 2019. Almost two years later, what is the status? I have reported on this earlier: May 2019 • July 2019 • January 2020 • and April 2020. For additional detail, go back and check those articles. In this newest report — based on LAMA‘s work with the aviation regulator — I will describe the newest development although a short review of the history is useful. When I ask if the end is near, I mean to ponder if FAA is done with their work. Even some in industry believe FAA is about to release what’s call an NPRM: Notice of Proposed Rule Making.

Expand Post ...

UltraChoppers — Exploring Two Light Rotary-Winged Aircraft: 1 Helo + 1 Gyro

By Dan Johnson || 7 Comments

➡️ This article was UPDATED on July 31, 2020 with additional information — see after video…

Some pilots love to whirl their wings over their heads. Many others like the idea of rotary flight — offering short takeoffs and landings plus ease of operation in windier conditions. A majority have not (yet) acted on their interest but perhaps they are waiting for the right aircraft, maybe one of these.

One is a very light coaxial helicopter from Russia. The other is a single place gyroplane from Poland.

Micron-3 Coaxial Helicopter

Have a glance at the RD Heli’s Micron-3 ultralight helicopter. This is like no other ultralight helicopter I’ve ever seen, although the idea of coaxial is not new.

History suggests coaxial rotors originated with Mikhail Lomonosov a very long time ago, according to Wikipedia. Over the years, many helicopter models have emerged but none so compact as Micron-3

Coaxial rotors are a pair of helicopter rotors mounted one above the other driven by concentric driveshafts, with the same axis of rotation, but turning in opposite directions (contra-rotating; see graphic).

Another benefit arising from a coaxial design includes increased payload for the same engine power; “a tail rotor typically wastes some of the available engine power that would be fully devoted to lift and thrust with a coaxial design,” say knowledgeable people. Reduced noise is another alleged advantage of the configuration

Phoenix Skyblazer is an American coaxial helicopter that was designed by the Nolan brothers and produced by Phoenix Rotorcraft using a pair of 50 horsepower Rotax 503 engines. It never found a market but coaxials are more common in Russia, where the military uses them.

According to the Micron website, the aircraft is powered by a single MZ202 engine for which the company reports 63 horsepower at 6250 rpm. A standard fuel tank offers 1.5 hours of flight but an extra tank can be added. The website was sparse about tech specs so endurance and range are unknown but the video below displays an agile and fun-looking flying machine.

As the aircraft weighs 348 pounds empty and assuming it was fitted with extremely light floats, it is conceivable that Micron could qualify as a Part 103 ultralight. Certainly it could be assembled as a kit although technical support for a kit project is unknown.

I report this as a fascinating light aircraft but I cannot vouch for Micron-3. It presently has no American representation that I could discover.

I also have no information on pricing although I have contacted the company to request additional details. If they are forthcoming, I’ll add to this article.

Generally, though, I can tell you RD-Heli‘s website has very good English language descriptions. Go explore for yourself.

Micron-3 helicopter development was a collaboration by Chief Designer Valery Shokhov and Dmitry Rakitsky after whom RD-Heli company is named.

Fusioncopter JK-2 Nano

Now, let’s look at a more familiar aircraft type, a gyroplane, but as with Micron-3, the JK-2 Nano is not like any other gyroplane you’ve seen in recent years.

In one way Nano is similar to the original Bensen Gyrocopter. Nano is a single seater. At first, all gyros were one-seaters but since European engineers took the concept and started to advance development, I’ve seen almost exclusively two seaters.

What’s even more unusual is that Nano comes from a company call Fusioncopter that started out making, get this! — a four-seat, twin-engine gyrocopter. I’m guessing you’ve never heard of that either unless you dig pretty deeply among unusual aircraft information.

“JK-2 Nano project was created from experience accumulated during research and development of a large, two-engine, four-seat gyroplane designed by Fusioncopter Ltd., with investor funds,” explained Jacek Lichota. “Nano is a younger, smaller, but still fully professional brother.”

Nano is a simple gyroplane that has a partially-enclosed cabin and a fairly traditional configuration. Empty weight is listed as a modest 220 pounds.

Large-wheels enable take-offs and landings not only on runways but also from undeveloped fields.

Nano uses an aluminum structure, composite body with carbon and kevlar materials. Sturdy-looking 20-inch main wheels allow more confident operation from turf runways or grassy meadows. A suspended 16-inch front wheel also helps negotiate uneven surfaces.

The metal rotor was developed by Fusioncopter, the company notes. Unlike bigger, two-seat gyroplanes that commonly use mechanical means, Nano uses a hydraulic rotor prerotation system to shorten takeoff roll.

It is powered by a popular powered paraglider engine, the Polini Thor 250DS with electric starter and dual ignition system and Fusioncopter reported that it outputs 48 horsepower.

Nano Q&A

I posed a series of questions to Jacek Lichota.

How many of your aircraft are flying? “At the moment six, which are all Nanos. We started manufacturing in March of 2020.”

Fusioncopter’s original project is this twin Rotax 912, four seat gyroplane called FC-4.

How long has Nano been flying? “Nano took its first flight on 25th of September 2019. We started to sell Nano on November 18, 2019.”

Do you believe this will meet U.S. FAA Part 103?
“Definitely, yes!”

What is the approximate price?
“The price is €20.000 (currently about $23,800).” Please see the U.S. representative for exact pricing.

Have you any U.S. representation? “Yes, we have a dealer in California.” Interested readers can contact Jonathan Barraclough of Tehachapi, California at 661-972-5240. Visit his website or send email.

What countries are flying your aircraft? “Today they fly in Poland, Austria, Czech Republic and the next three are going to the USA, followed by two to Germany and two more to Poland.”

How long has the company existed? “Fusioncopter was founded in 2012. We made two prototypes of our FC-4 four-seat gyroplane, which needs more time for certification; it shares the same technology employed on JK-2 Nano that is just for fun flying.”

When is the twin-engine model available? “I hope we will perform some flights this year but I do not think it will be commercially available for two years (or 2022).”

JK-2 Nano Technical Specifications

  • Rotor diameter — 23 feet
  • Empty weight with coolant and hydraulic fluid — 220 pounds
  • Maximum take-off weight (limited by regulations) — 440 pounds
  • Fuel tank capacity (limited by regulations) — 5 gallons
  • N​ever exceed speed — 70 mph
  • Maximum speed — 55 mph
  • Minimum speed — 22 mph
  • Cruising speed — 45 mph
  • Maximum climb speed — 400 feet per minute
  • Take-off run — about 150 feet
  • Landing distance — 0-30 foot roll
  • Fuel consumption — approximately 1.5–2 gallons per hour

New Info Since Article Was Posted

Many of you asked about prices for these two rotary winged aircraft. The Fusioncopter Nano was price quoted in the article above. What follows came from my inquiry to RD Heli.

What is the approximate price of this aircraft? “Price of a kit starts from 2,500,000 rubles.” That amount converts to about $33,500 at today’s exchange rates. Find more detail on the kits on RD Heli’s website, then scroll down to images and click on the kit image, not the order button.

How many are flying? “We sold more than 10 units. Not one unit was sold to private pilots. All of them were sold to companies.”

Additional Tech Specs:

  • Maximum speed — 72 mph
  • Cruise speed — 55 mph
  • Fuel capacity — about 7 gallons
  • Fuel consumption — 4.5 gallons per hour
  • Empty weight — 348 pounds (10 more than the maximum allowed under Part 103)

Compress Post ...

➡️ This article was UPDATED on July 31, 2020 with additional information — see after video… Some pilots love to whirl their wings over their heads. Many others like the idea of rotary flight — offering short takeoffs and landings plus ease of operation in windier conditions. A majority have not (yet) acted on their interest but perhaps they are waiting for the right aircraft, maybe one of these. One is a very light coaxial helicopter from Russia. The other is a single place gyroplane from Poland. Micron-3 Coaxial Helicopter Have a glance at the RD Heli’s Micron-3 ultralight helicopter. This is like no other ultralight helicopter I’ve ever seen, although the idea of coaxial is not new. History suggests coaxial rotors originated with Mikhail Lomonosov a very long time ago, according to Wikipedia. Over the years, many helicopter models have emerged but none so compact as Micron-3 Coaxial rotors are a pair of helicopter rotors mounted one above the other driven by concentric driveshafts, with the same axis of rotation, but turning in opposite directions (contra-rotating; see graphic).

Expand Post ...

All Carbon Fiber (Structure) Part 103 Ultralight Aircraft — Corsair is Coming to America

By Dan Johnson || 10 Comments

Most ultralight aircraft (officially: “ultralight vehicles”) are rather simple constructions. They must be to stay within the tight constraints of a 254-pound maximum empty weight.*

Corsair photographed in flight by Fliegermagazin.

That’s not a negative comment about them. Actually, it’s the opposite.

To build a flying airplane that weighs less than the engine alone on a Light-Sport Aircraft, a designer has to be unusually clever.

All aircraft are constrained in weight by the laws of physics. Ultralights are further constrained by regulation.

A key way to keep an aircraft light is to keep it simple. Indeed most 103 ultralights are quite basic. However, as years passed some engineers have found intriguing solutions. I recently wrote about the composite Swan. Why not one using extensive carbon fiber?

Carbon Corsair

German developer Jörg Hollmann took a different approach, one that consumed a few years of effort.

He wanted an aircraft that resembled the famous World War II F4U Corsair fighter. One glance at the nearby photos or the two videos below tells you he did very well. Here’s a bit of history about Corsair’s inverted gull wing.

“Corsair is a newly developed aircraft following the German LTF-L [very light aircraft] regulation,” said Jörg. “As well [Corsair meets] many other national regulations, for example, the British SSDR, the Italian, French, Czech, Polish and even the U.S. FAR Part 103 regulation.” For the latter Jörg said the empty weight, MTOW and speeds are slightly reduced.” In countries where speed is not regulated, Corsair can hit 125 miles per hour.

“The general layout — a low inverted gull wing — has been successfully used in several aircraft already,” explained Jörg. “The Chance-Vought Corsair surely is one of the more famous aircraft with this concept.” Jörg notes the main advantages to this configuration are a low interference drag between wing and fuselage as well as an ideal landing gear position, “which allows as well a nearly perfect angle for take off and landings.”

Corsair is adjustable to pilots of many sizes. “The ergonomics have been optimized with the help of our local flying club,” Jörg recalled, “[so Corsair] is suitable for pilots ranging from 5 foot 4 inches to 6 foot 8 inches (1,60 to 2 meters). Cockpit width is 23.6 inches (60 centimeters).

“Our seat is adjustable in four length/height positions and the incline is independently adjustable in 11 positions,” he said (see in video). “Rudder pedals are adjustable as well and the stick has two positions.” In other words a fairly wide range of pilots should fit in Corsair.

Growling Into the Air

In our original, longer video (below) you hear the sound of Corsair’s engine with its distinctive low rumble. Some call it a “bark,” others have said “growl.”

Jörg said, “We selected the Verner Scarlett 3 VW, a four-stroke, three-cylinder radial engine, [which was] purposefully designed as a light aircraft engine.” The Vernor produces 42 horsepower at 2500 rpm using a displacement of 96 cubic inches (1.6 liters).

“The high engine torque allows the use of a rather big and efficient propeller,” observed Jörg, again mimicking design parameters of the F4U Corsair. “We use a ground adjustable 63-inch (1,60 meter) carbon prop that can produce, depending on the blade pitch, up to 220 pounds of static thrust, more than enough for Corsair’s empty weight!”

U.S. importer SportairUSA, well known for their representation of the Zlin Shock Outback and Shock Ultra, is scheduled to receive their first Corsair in September 2020 (though shipping and Customs inspections are less certain due to the virus).

Corsair is not your low priced ultralight option, but with an all carbon fiber tube primary structure, I assume most readers are well aware this is a more costly production. SportairUSA may price Corsair in euros (€75,000) due to fluctuating currency at this time but the dollar equivalent is around $89,000 at today’s exchange rate. This is merely an estimate; please check with SportairUSA boss Bill Canino for details.

If you like the idea of a lightweight, Part 103 aircraft (no license, no N-numbers, no medical) that is certain to turn a lot of heads at any airport you visit, Corsair is definitely a distinctive and interesting ultralight.

* Empty weight of the basic airframe, without fuel, cannot be greater than 254 pounds (115.2 kilograms), however, FAA guidance (Advisory Circular 103-7) provided some exceptions. If you add an airframe parachute, FAA permits an extra 24 pounds. The lightest of such systems can weigh perhaps 18 pounds, so the designer can “buy” an extra 6 pounds. FAA doesn’t encourage “cheating,” but neither do they expect an owner to remove the parachute and all its elements so the aircraft can be weighed without it. Similarly, an allowance is permitted for flotation equipment — either twin floats or a single float with sponsons. Put all these elements on and an ultralight vehicle could weigh as much as 338 pounds empty. Here is the entire AC-103-7 document from January 30, 1984; it remains unchanged.

Compress Post ...

Most ultralight aircraft (officially: “ultralight vehicles”) are rather simple constructions. They must be to stay within the tight constraints of a 254-pound maximum empty weight.* That’s not a negative comment about them. Actually, it’s the opposite. To build a flying airplane that weighs less than the engine alone on a Light-Sport Aircraft, a designer has to be unusually clever. All aircraft are constrained in weight by the laws of physics. Ultralights are further constrained by regulation. A key way to keep an aircraft light is to keep it simple. Indeed most 103 ultralights are quite basic. However, as years passed some engineers have found intriguing solutions. I recently wrote about the composite Swan. Why not one using extensive carbon fiber? Carbon Corsair German developer Jörg Hollmann took a different approach, one that consumed a few years of effort. He wanted an aircraft that resembled the famous World War II F4U Corsair fighter.

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Try and Fly TriFly — Kolb’s Wonderful Single Seat Light Aircraft Goes Both Ways

By Dan Johnson || 4 Comments

Some pilots are wary of taildraggers. This is hardly surprising since only tricycle-gear aircraft have been used in primary flight instruction dating back into the 1970s. Most pilot have no experience with taildraggers but nearly all have heard of the dreaded ground-loop tendency such gear configuration can allow.

Indeed, when investigating insurance for a taildragger, you will have to prove you have some experience or get training from a suitably-experienced instructor — and you won’t find many able to help you.

How about if an aircraft went both ways? What if an affordable aircraft allowed you to fly with tricycle gear but permitted you to practice your taildragger technique yet still use the nosewheel’s self-straightening capability if you start to get a little “sideways” (literally or figuratively)?

Kolb Aircraft has an answer.

Kolb TriFly

Producers of Part 103 aircraft, such as Kolb Aircraft report consistently strong business for the last few years. Many pilots find it hard to believe this statement as they’ve been told for years, “You can’t find a sufficiently powerful three-axis aircraft that can truly meet Part 103.”

Nonsense!

That’s just plain wrong and here’s proof: Go to a producer of Part 103 aircraft and ask about delivery time. You’ll probably find a longer wait than you expected. Kolb and U-Fly-It, builder of the Aerolite 103 say they are building at capacity so they use Part 103 kits as a way to keep up with demand. Other producers of 103 models, including UltraCruiser, Fisher, Mini-Max, Badlands, SD-1, Minifox, Kub, and Swan, report steady sales of their entries (this list is not exhaustive; even more choices can be found; nor does it include used Part 103-compliant aircraft). Neither does the preceding include weight shift (Rev or Solairus), powered parachutes (Challenger 503), single-place motorgliders (Elf) or new entries (Corsair).

Why are single-place aircraft growing in popularity?

Several good reasons account for Part 103 success but prices for these least-regulated aircraft remain surprisingly low* for flying machines that… do not require a pilot license, do not demand an aviation medical of any kind, do not need FAA registration and N-numbers. Plus, the manufacturer can fully build this aircraft for you (and most do). You can also build it from a kit, of course, and if you keep it within the Part 103 requirements, all those freedoms apply to your kit just the same as a factory built. In addition, a kit does not need to meet the so-called 51% rule.

Gone TriFlying!

Kolb’s FireFly is a long established model from one of America’s best-regarded airplane manufacturers. Like nearly all Kolb Aircraft, FireFly is a taildragger …although the company’s models represent some of the easiest-to-handle taildraggers you’ll find in all of aviation.

Cool as taildraggers may be, the last couple generations of pilots  overwhelmingly learned to fly in tricycle gear aircraft.  Most don’t care to advertise their lack of history with “conventional gear.”

To address potential customers telling him they were unsure about their success with a taildragger, Kolb main man, Bryan Melborn engineered a tricycle-gear version of FireFly. He inventively calls it TriFly.

In truth TriFly also comes with a tailwheel. That’s some of the magic because Bryan reports you can definitely perform a three-point landing (main gear touching down in concert with the tailwheel) in TriFly. You can keep rolling out all the way to a stop without the nosewheel contacting terra firms. When the movement stops or you relax the joystick, TriFly will go back to tricycle mode and you can taxi back to your hangar or tie-down.

Or, if you prefer, land TriFly like any Cessna; that works well, too.

My personal experience with Kolb Aircraft — having flown numerous models over many years — indicates that great handling qualities are a Kolb trademark: light controls with good response, nearly perfect for most pilots. Performance in matters such as takeoff roll, landing distance, and climb rates are superb. As a Part 103 aircraft, speeds are limited by regulation but TriFly fills the envelope fully.

In every way, Kolb taildraggers are a delight to operate and, truly, you should not fear the taildragger. If you are unsure or if you don’t want to meet the insurance demands for a taildragger then TriFly may be the perfect combination. You can have it both ways all in one machine with no adding or removing components.

Kolb TriFly Factory Specifications

  • Seating — 1
  • Wing Span — 22 feet
  • Wing Area — 117 square feet
  • Length — 20 feet (same folded)
  • Height — 69 inches (same folded) / 75 inches with 3-blade prop
  • Width — (folded) 57 inches at wheels / 66 inches with larger prop
  • Empty Weight** — 250 pounds (typical, with base equipment)
  • Gross Weight** — 500 pounds
    ** Note Weight is approximate and may vary. Manufacturer’s tolerances in tube wall thickness, engine size, and doping and painting of the aircraft are a few of the many items which may introduce weight variations.
  • Fuel Capacity — 5 gallons
  • Load Factor (at limit load) — +4 G / –2 G
  • Power — 40 horsepower (various powerplants can be used; check with factory)
  • Reduction Unit — 2.58:1
  • Propeller (standard) — 66 inches diameter, two-blade
  • Stall Speed — 27 miles per hour (per FAR 103.7) / 27 mph (actual)
  • Never Exceed Speed — 80 miles per hour
  • Takeoff Distance — 150 feet
  • Rate of Climb (based on a 175-pound pilot) — 750 feet per minute
  • Top Speed — 63 miles per hour (per FAR 103.7)
  • Cruise Speed — 63 miles per hour
  • Build time with Factory Quick Build (approximately) — 160 hours
  • Full Assembly Option — Available completely built

* It is true that some single-place entries — Corsair, Elf — do not have rock-bottom prices but even these more sophisticated designs are relatively affordable compared to most two-place models. 

In comments about this video, alert viewer MichaelPMc observed, “The sound your hat makes when it goes through the prop.” Here’s what the keen-eye observer meant in case it slipped your notice.

Compress Post ...

Some pilots are wary of taildraggers. This is hardly surprising since only tricycle-gear aircraft have been used in primary flight instruction dating back into the 1970s. Most pilot have no experience with taildraggers but nearly all have heard of the dreaded ground-loop tendency such gear configuration can allow. Indeed, when investigating insurance for a taildragger, you will have to prove you have some experience or get training from a suitably-experienced instructor — and you won’t find many able to help you. How about if an aircraft went both ways? What if an affordable aircraft allowed you to fly with tricycle gear but permitted you to practice your taildragger technique yet still use the nosewheel’s self-straightening capability if you start to get a little “sideways” (literally or figuratively)? Kolb Aircraft has an answer. Kolb TriFly Producers of Part 103 aircraft, such as Kolb Aircraft report consistently strong business for the last few years.

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Swan Producer Adds Two-Seat Version to Popular 103-Compliant Ultralight Aircraft

By Dan Johnson || 20 Comments

We live in an age of sophisticated two seaters, a large flock of wonderful aircraft of every description. Such two-place flying machines lead in sales and perhaps that’s to be expected. Around 80% of light aircraft buyers prefer three-axis fixed-wing aircraft. This is hardly surprising as that’s what nearly all pilots have used for primary training since the ’70s.

To select another aircraft type means going out on a tree limb. This is especially true with what I call “alternative aircraft” — weight shift trikes, powered parachutes, motorgliders, and gyroplanes. It would include lighter-than-air, too, if we had more than a single entry.

However, some three-axis fixed wingers also disregard Part 103-compliant aircraft. Some say, “Those things are flying lawn chairs,” by which they try to disparage the category hinting they’re too “flimsy.” Most who say this probably never sat in one let alone flew one.

One entry I’ve written about (see my earlier report) appears to have be viewed differently, perhaps as it has a full enclosure and is built of composite materials. Let’s look further at the Modern Wings Swan (link presents the German page via Google Translate. No U.S. representative has emerged).

What’s Available Now?

Today, interested parties must choose the single-seat Swan 120 — the number relates to the German Part-103-like program that allows an aircraft under 120 kilograms or 264 pounds to fly with reduced regulation.

That’s great. Swan 120 is reportedly a well-flying aircraft; I have not had the chance yet.

Yet lots of potential buyers may prefer a two seater and as the video below shows, I did see a finished version of such at Aero Friedrichshafen 2019 (like many others, the event was cancelled for 2020 but will return on April 14-17, 2021).

At this writing, however, Swan 240 is not offered for sale. “The Swan two-seater will take some time,” wrote Peter Hügel, head of Modern Wings in Germany. Peter works with manufacturer Radu Berceanu.

Radu owns a larger company, Avi, in Romania where he makes all sorts of industrial composite components for trains, aircraft, and backyard swimming pools. He’s an aeronautical engineer with 25 years experience in composite construction. As with similar companies, the airplane portion of the business is a smaller segment of the overall enterprise although Berceanu is very passionate about aviation.

Unlike Swan 120 that qualifies as a 120 Kilo Class aircraft under German rules, a two-seat Swan 240 at about twice the weight must earn approval in a higher class. Peter observed, “Swan 240 [cannot use rules for] Swan 120 Europe-wide.”

Instead, Swan 240 must qualify under EASA rules or those from the CAA of each European country. While rules in many countries are similar for light aircraft, they are not identical. “It is still not quite clear what max takeoff weight Swan 240 is allowed to have, 600 or 640 kilograms,” clarified Peter. “The rules are different, which is one of the reasons why we still wait a little bit.”

In the USA, Swan 240 would have to be a kit or go through the approval process for Light-Sport Aircraft (no small task).

Good To Go!

Modern Wings Swan 120 — photo by Loredana Cioclei via Jetphotos

“Waiting a little bit” is a problem laid partly at the foot of the virus pandemic, Peter felt. “It’s not going the way we wanted. The airplane examiner, who comes from Germany, faces travel restrictions, so the approval project will take additional time.”

However for those interested in the single-seat Swan 120, Peter confirmed, “Yes, I am actively selling and representing Swan 120. When Swan 240 is ready, I will represent that model as well.”

Swan 120 Features

  • Large, fully enclosed, ventilated, waterproof cabin.
  • One door, left or right
  • Heating option
  • Fiberglass control panel equipped with airspeed indicator, altimeter, compass, and slip/skid ball.

Powerplant

  • Base Engine — Polini Thor 200 EVO, air cooled, electric starter, 28 horsepower at 8000 rpm
  • Upgrade Engine — Polini Thor 250 EVO, liquid cooled, electric starter, 36 horsepower at 7500 rpm

Transport & Storage

  • When folded, the aircraft measures: 11 feet (length) x 5 feet (width) x 6 feet (height).
  • Complete disassembly can be done in 10-15 minutes

Specifications

  • Wingspan — 25.6 feet
  • Wing area — 111 square feet
  • Length — 17.4 feet
  • Height — 8.5 feet
  • Wheel base — 5 feet
  • Load factors — + 4G / -2G
  • Empty weight, with emergency airframe parachute — 254 pounds with Polini 200 / 260 pounds with Polini 250
  • Maximum takeoff weight — 550 pounds

Performance

  • Stall speed — 38 miles per hour
  • Stall speed with option flaps — 28 miles per hour
  • Cruising speed — 56 mph Polini 200 / 66 mph with Polini 250
  • Maximum speed — 62 mph with Polini 200 / 81 mph with Polini 250
  • Rate of climb — 440 fpm with Polini 200 / 520 fpm with Polini 250
  • Take-off Distance — 360 feet with Polini 200 / 295 feet with Polini 250
  • Landing Distance — 260 feet
  • Takeoff Distance Over 50-foot obstacle — 750 feet with Polini 200 / 625 feet with Polini 250
  • Landing Distance Over 50-foot obstacle — 550 feet
  • Range — 165 statute miles with Polini 200/ 200 statute miles with POLINI 250

Compress Post ...

We live in an age of sophisticated two seaters, a large flock of wonderful aircraft of every description. Such two-place flying machines lead in sales and perhaps that’s to be expected. Around 80% of light aircraft buyers prefer three-axis fixed-wing aircraft. This is hardly surprising as that’s what nearly all pilots have used for primary training since the ’70s. To select another aircraft type means going out on a tree limb. This is especially true with what I call “alternative aircraft” — weight shift trikes, powered parachutes, motorgliders, and gyroplanes. It would include lighter-than-air, too, if we had more than a single entry. However, some three-axis fixed wingers also disregard Part 103-compliant aircraft. Some say, “Those things are flying lawn chairs,” by which they try to disparage the category hinting they’re too “flimsy.” Most who say this probably never sat in one let alone flew one. One entry I’ve written about (see my earlier report) appears to have be viewed differently, perhaps as it has a full enclosure and is built of composite materials.

Expand Post ...

Wanna-Be Oshkosh Week — Dynon at 20 Offers Sessions During Would-Be AirVenture

By Dan Johnson || 1 Comment

Perhaps it’s too bad the airplane sellers can’t do something similar, but avionics developers have found a way to be Almost-at-Oshkosh and they invite you to join them. See Garmin’s approach here.

We’ll join our friends at Dynon while they host their version of “Virtual Oshkosh 2020” and while we’re at it, we can congratulate this Washington state company as they celebrate 20 years. ??

Dynon changed aviation back in 2000 and has never stopped innovating. Here we see their latest SkyView HDX.

Let’s hop in the Way-Back Machine and beam ourselves to late 1999. The world was an analog place. Sure, we had PCs and cellphones but both were pretty clunky, costly, and slow by today’s standards. Digital cameras were just becoming accepted and nobody took pictures with a phone.

Yes, the World Wide Web was available (for a whole five years) but, honestly, it wasn’t that fascinating a place back then. I know, as this was the same year I started building ByDanJohnson.com — I hope you’ll believe me when I say it was tougher then than now. Modems had “graduated” to 2400 baud (for those that have forgotten, that means s-l-o-w) and therefore websites could not be the feature- and video-laden sources they are today.

No one would have believed Apple would become the world’s most valuable company as the California outfit was barely able to turn a profit with their then-new iMacs. An iPhone wasn’t even a glimmer in Steve Jobs’ eye …heck, they were still working on introducing the iPod (remember it?). Google had just started their search business and no one even conceived of YouTube, Facebook, or Twitter. Amazon only sold books and Sears wasn’t in the least threatened by the online seller.

With those ancient developments in mind, consider what John Torode and his gang at Dynon accomplished. They took the super-expensive world of modern avionics and turned it on its head.

20 Years of Dynon

“In 2000, we were frustrated with the lack of affordable modern avionics for sport aircraft,” remembered Dynon, “and [we] decided to do something about it.”

The result?

Dynon led a sea change in modern GA aircraft avionics, equipping over 20,000 sport aircraft and then venturing into the “certified” world of colorful EFIS screens for legacy airplanes.

Dynon’s first D-10 started shipping in 2003 and they’ve moved forward smartly ever since.

Today, pilots forget that the first fancy computerized instruments for aircraft cost more then than an entire Light-Sport Aircraft today. Dynon almost single-handedly drove down the dizzyingly high prices to something sport pilots could afford and we embraced them enthusiastically.

Dynon went on to become titanium-strong pillar of the aviation marketplace.

Join Dynon in Oshkosh
Without Leaving Your Home

“We’re sad that we won’t get to see you at Oshkosh [2020],” lamented Dynon Avionics, “but we’re excited to bring you a variety of forums, ‘Virtual Booth Visits,’ webinars, and other live events during EAA’s Spirit of Aviation Week. We’ll cover everything Dynon, Dynon Certified, and Advanced Flight Systems.”

Dynon has more than information, problem-solving sessions, and learning presentations, however.

“We will also give away prizes to those of you that participate via our Zoom or Facebook Live events,” said the company. Prizes may include Dynon jackets, Aircraft Spruce gift cards, Dynon Bucks, Made-in-Washington-state products, and more.

One lucky grand prize winner will receive a Dynon D3. What’s that? It’s what the west coast company calls their “pocket panel.” You won’t actually carry it in your pocket, but this is Dynon’s clever idea to put EFIS avionics into the 3.125-inch round openings that most of the U.S. general aviation fleet has in their instrument panels. Learn more on their D3 page.

To end it in typical Dynon fashion, welcome to Saturday’s Hangar Happy Hour.

“We’ll take your questions and will have avionics handy. But this is a pretty casual meet and greet. We’ll be sitting around chatting about all things Dynon and Advanced, drinks in hand. We invite you to join us!”

Compress Post ...

Perhaps it’s too bad the airplane sellers can’t do something similar, but avionics developers have found a way to be Almost-at-Oshkosh and they invite you to join them. See Garmin’s approach here. We’ll join our friends at Dynon while they host their version of “Virtual Oshkosh 2020” and while we’re at it, we can congratulate this Washington state company as they celebrate 20 years. ?? Let’s hop in the Way-Back Machine and beam ourselves to late 1999. The world was an analog place. Sure, we had PCs and cellphones but both were pretty clunky, costly, and slow by today’s standards. Digital cameras were just becoming accepted and nobody took pictures with a phone. Yes, the World Wide Web was available (for a whole five years) but, honestly, it wasn’t that fascinating a place back then. I know, as this was the same year I started building ByDanJohnson.com — I hope you’ll believe me when I say it was tougher then than now.

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Garmin Announces Remote Learning As Offset to a Summer Without EAA AirVenture Oshkosh

By Dan Johnson || Leave a Comment

Garmin is going to Oshkosh 2020! No, wait, that can’t be. Oshkosh is going to Garmin! Nope, that’s not right, either. Ah, how about Garmin simulating being in Wisconsin, in effect, bringing a virtual AirVenture airshow right into your home. Now we’re talkin’!

To learn more or to sign up for one or more sessions, go to Garmin’s special Virtual Oshkosh page.

Actually, this is rather cool. I don’t know about you, but when I go to Oshkosh, I race around from display to display getting the latest news. Because hundreds of airplanes and engines are located outside, that’s where I’m focused. Getting inside the buildings to visit hundreds more displays generally happens only for specific news. Almost never do I get to explore avionics or flight planning software.

That’s all changed for what would be Oshkosh 2020.

Virtually Yours…

The team at Garmin has cooked up an online version of a regular occurrence at their AirVenture display where they deliver seminars and offer experts to help explain or debug your gear. In the age of digital, two points must be made.

Garmin’s G3X Touch is one of the most successful digital instruments in light aviation.

One, these new gizmos can do everything but make you lunch. Compared to the analog instrumentation of days gone by — all those rows of round steam gauges we used to navigate or fly IFR — pilots have so much more information available to them today. That’s good.

Garmin’s InReach satellite communications device.

Two, these new gizmos can do so much, it can be overwhelming. Oh, eventually we get used to the many new features. Then we come to think we can’t live without them. Yet if you don’t use them all the time, you may need a tune-up.

When digital avionics are new, most of us need a helping hand to learn the ropes.

Whatever you may need or desire, Garmin has a plan.

(For the record, Dynon has done similar efforts — they call it a “virtual booth visit” — to augment their airshow outreach; good for both companies.)

Like Going to KOSH

On July 8th 2020, Garmin announced they were kicking off a new virtual AirVenture Oshkosh.

The revised and enlarged Garmin aera 760.

“[We have] a comprehensive line-up of virtual AirVenture Oshkosh events,” the Kansas company said. “Beginning Monday, July 20 through Saturday, July 25 — the days when the live show would have occurred — Garmin will host a series of free educational webinars and product demonstrations, and feature unique opportunities that will bring the Garmin exhibit experience direct to its customers.”

Customers can view a detailed list of events, dates and times. “While we are very disappointed AirVenture Oshkosh will not physically take place as expected this year, we are thrilled to bring eager attendees, loyal customers and friends as much of the Garmin experience to you virtually, and in the best way possible given the times,” said Carl Wolf, vice president of aviation sales and marketing. “Our team has put together a terrific agenda of events for the week, so please join us for as much of it as you can. We look forward to seeing you again in person in 2021!”

Garmin’s Pilot app shown with full screen sectional chart including the “pie chart” with each “pie slice” working as a link to more info.

Garmin serves aviation markets from jets to helicopters to kit-built aircraft to LSA to ultralights. I have selected from the wide curriculum to highlight sessions I believe may be of interest to readers of this website.

Training webinars will also be available throughout the week and are led by Garmin’s aviation training department. They will feature a general operational overview of Garmin products. Customers can attend any of the following webinar or training topics throughout the week.

Garmin “University”
Selected Items for Sport Pilots

  • Latest portables: aera series, inReach, more
  • Cost effective autopilot upgrades
  • Garmin Pilot flight planning: Getting started & pro tips
  • Solutions for experimental aircraft
  • Sporty’s and Garmin Present: Preflight weather with Garmin Pilot
  • Garmin Pilot: Cross-country planning
  • G3X Pilot Academy: Introduction
  • G3X Pilot Academy: Autopilot

Similar to meeting with a Garmin expert one-on-one at the exhibit, customers can schedule individual discussions with a Garmin expert throughout the week of Garmin’s virtual AirVenture.

The Pilot app shown with simple flight planning.

These expert sessions will be held online via Microsoft Teams and allow customers to ask operational questions or receive support updating databases or software.

During these individual meetings, customers can also receive an individualized consultation on upgrading the avionics in their aircraft, ask troubleshooting questions regarding their experimental avionics installations, and receive help with Garmin Pilot.

Go to their special web page to schedule a one-on-one meeting with a Garmin expert. Below, get a review of the G3X Touch with Jessica Koss.

Compress Post ...

Garmin is going to Oshkosh 2020! No, wait, that can’t be. Oshkosh is going to Garmin! Nope, that’s not right, either. Ah, how about Garmin simulating being in Wisconsin, in effect, bringing a virtual AirVenture airshow right into your home. Now we’re talkin’! Actually, this is rather cool. I don’t know about you, but when I go to Oshkosh, I race around from display to display getting the latest news. Because hundreds of airplanes and engines are located outside, that’s where I’m focused. Getting inside the buildings to visit hundreds more displays generally happens only for specific news. Almost never do I get to explore avionics or flight planning software. That’s all changed for what would be Oshkosh 2020. Virtually Yours… The team at Garmin has cooked up an online version of a regular occurrence at their AirVenture display where they deliver seminars and offer experts to help explain or debug your gear.

Expand Post ...

Vintage Light Kit Aircraft Heaven — Checking out ScaleBirds’ Curtis P-36 with 5-Cylinder Engine

By Dan Johnson || 1 Comment

ScaleBirds is not your run-of-the-mill kit aircraft company. In truth, all kit builders are amazing to me.

Sam Watrous flies the Vernor Scarlett five-cylinder radial engine.

People who labor for years to design an aircraft, craft methods for making the constituent parts, assemble it all, work out bugs in construction, fly the aircraft, then smooth any rough edges of its flight qualities, start producing kit components — and the manual it will take for a non-expert to build the kit (perhaps the hardest task) — and finally, start the effort of telling people about the airplane, market it, sell it — and the big one — try to turn a profit for doing all the preceding. Any way you cut it, birthing a new design is an immense project.

Sam Watrous, his son Scott, and their merry band of (mostly volunteer) ScaleBirders are not merely doing all the above. They are emulating vintage American military designs in reduced scale and trying to get the details right so the kit versions look as much as possible like the originals.

Then, with each weekend wrapped up, the team goes back to their day jobs. I don’t know about you but I’m exhausted just thinking about doing all that …in my spare time. Sheesh!

LiteFighters

“Our goal with LiteFighters,” Sam identified, “is to make a sweet little fighter replica based on our modular concept that can be built quickly, keeps tools to a minimum, and uses low-cost components to keep the overall aircraft affordable. Pull-rivet construction throughout makes assembly a snap. The truss frame makes it easy for anyone to layout and build an accurate frame.” By the way, ScaleBirds LiteFighters have large cockpit dimensions (“same as an RV-8”) that are designed to fit real-sized aviators.

“These [are] very fun machines; speedy, and capable of mild aerobatics,” Sam said. LiteFighters offer the kind of flying a weekend warrior wants to do. “LiteFighter aerodynamics are driven by requirements,” Sam explained, giving as examples: “low stall speed with gentle stall characteristics, high climb rate, great speed for the power, excellent maneuverability, and fun scale-sized airframe.”

When Sam mentions “modular,” he means that ScaleBirds designs are based on a structural core airframe with skins being “hung” on the outside primarily for aesthetic and aerodynamic purposes.

Precision machining assures complex, compound-curved parts fit together well.

Modular construction “allows us to develop the core components and structure once, and offer many models of warbird that fit the same frame.” For a builder, this method allows a quick and simple build of an airframe that is square and true. “The bulk of the aircraft can be built and assembled before closing it off with the skins,” Sam noted. He reported that this type of construction was popular leading up to World War II. It worked then, he feels, and it works today.

Landing gear will be fixed for all LiteFighters to keep the designs light, reliable, affordable, and to comply with Light-Sport parameters allowing someone with a Sport Pilot certificate or exercising those privileges to fly their aircraft. “Retractable gear will likely be available for some models as an option,” Sam added.

Curtiss P-36 Hawk

Since coming up with the ScaleBirds name and concept in 2011, the first project is one we examine in the videos below is a 55%-scale version of the P-36 Hawk. Scott Watrous explained some of the history of this design in the second video below.

ScaleBirds is comprised of a small team from southeastern Connecticut. “Our experience is in art, design, engineering, robotics, manufacturing, and of course, aircraft,” Sam observed. “We have been using all of our skills and developing new ones in order to deliver something new to the world of flying.” These replicas are single seat sport planes, designed to be economical and fun.

“We have also done design work, and built parts for, a larger two-seat aircraft: a 63%-scale F6F Hellcat,” Sam reported. “It will be completed as the first example of what we call the SportFighters series.”

Round Vernor Power

In 2016 ScaleBirds came to agreement with Verner Motors in the Czech Republic to act as a U.S. dealer and maintenance source for their expanding line of light aircraft radial engines.

A Legal Eagle works well with the three-cylinder Vernor engine and its distinctive sound.

Vernor engines preserve that old-time look but are actually new designs of recent construction. Engines are available through ScaleBirds with 3-, 5-, 7-, and 9-cylinders and  from 42 to 158 horsepower. Prices start below $10,000 and the line is generally competitive with new engine prices from other companies.

Notably the five-cylinder, four-stroke Scarlett will work for many lighter kit designs. It outputs 83 horsepower (78 continuous) and can operate on either 93-octane mogas or 100LL avgas. Because it also offers strong torque — 218 foot-pounds at 1900 rpm — the Scarlett 5 can easily swing a 78-inch prop which gives it great climb power.

The ScaleBirds team report they offer full-service maintenance and overhauls for the Vernon engines. “We went to the Czech Republic and were trained in the operation and maintenance for these powerplants,” Sam clarified.

The five-cylinerVerner Scarlett 5S is a modern radial aviation powerplant. “With specs and performance that put it right next to other 80-horsepower engines, the Scarlett 5S is still lighter than the other direct-drive engine options and without the cost and complexity of the higher-revving redrive engines of similar output,” Sam said.

While the design team likes the round Vernors for some applications, “LiteFighters are designed for a variety of available aircraft engines from 65 to 140 horsepower. The in-line fighters like the P40 will be based on the Viking 130, AeroMomentum, and Rotax 912UL, while radial powered models will be geared towards the Verner 5Si or 7U engines,” Sam explained. “This will not preclude other popular options such as Continental, VW, Jabiru, and various two-stroke options, the D-motor, as well as other auto conversions such as the Suzuki G engines with redrives.”

Video watching is great while America remains sheltered at home. Here is a trio of ScaleBirds videos — two about the P-36 Hawk in recent and earlier states of development plus lots of talk about radial Verner engines, which ScaleBirds imports. Grab some popcorn and enjoy!

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ScaleBirds is not your run-of-the-mill kit aircraft company. In truth, all kit builders are amazing to me. People who labor for years to design an aircraft, craft methods for making the constituent parts, assemble it all, work out bugs in construction, fly the aircraft, then smooth any rough edges of its flight qualities, start producing kit components — and the manual it will take for a non-expert to build the kit (perhaps the hardest task) — and finally, start the effort of telling people about the airplane, market it, sell it — and the big one — try to turn a profit for doing all the preceding. Any way you cut it, birthing a new design is an immense project. Sam Watrous, his son Scott, and their merry band of (mostly volunteer) ScaleBirders are not merely doing all the above. They are emulating vintage American military designs in reduced scale and trying to get the details right so the kit versions look as much as possible like the originals.

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Kit Aircraft Are Up; New Sales Are Off — Recreational Aviation Copes with Covid

By Dan Johnson || 11 Comments

Our fastest-with-the-mostest partner tracks the health and performance of the light aircraft industry and is once again punctual. Datastician Steve Beste has proven his capabilities to collect the registration data quickly, accurately, and with an insider’s viewpoint. Steve is a trike pilot, so he is “one of us.” In his former life he was a database expert in the tech field explaining his great facility with these systems.

This is the home page from Tableau Public; visit to see much more detail.

Here we are reporting facts for the period of April, May, and June 2020. Given the spectacular upheaval around the world, I’m happy to see the recreational aircraft industry holding its own fairly well. Reporting for the companies making larger, heavier aircraft, the General Aviation Manufacturers Association also reported sales are down. I cannot imagine anyone is surprised.

If I was reporting numbers for the restaurant, bar, hotel, airline, theater, sports, or concert industries it would be an ugly bloodbath. This report is far less glum and beaten-down than those enterprises.

Broad View of Market

As Steve notes from his study of the current data, “Overall, registrations are down 11% year-to-date from what they were at this time a year ago.” Total registrations declined rom 387 to 344 aircraft of all types. This still speaks to a year with around 700 aircraft registered.

Comparing the YTD situation now with the YTD situation a year ago. —chart by Steve Beste

However, Steve further observed, “The decrease is all in ready-to-fly aircraft. Kit registrations have actually increased a bit.”

He continued, “This data is consistent with a [statement] that says that people [may be] buying fewer new aircraft this year, but kit builders are continuing to work on their projects. Indeed, they’re completing slightly more projects than they were last year.” Considering recent events, he added, “This is just what you’d expect for a time of economic downturn and quarantines.”

Looking at the big picture for overall numbers, when comparing the first half of 2020 to the first half of 2019, we see total registrations are down by 11%, almost identical to GAMA’s first quarter 2020 figures. Piston GA aircraft deliveries were down 11.7%; their second quarter info should be out before long and we can wonder if they will take a harder turn south.

Performing strongly in 2020, Aeroprakt‘s A-33 is seen in-flight. —photo by ATA

However, an interesting aspect to the story is that kit-built light aircraft registrations are up for 2020, from 207 last year to 217, both representing 6-month totals, an increase of 4.8%.

Please remember that registrations — especially for kit-built aircraft — represents completions of kits not sales of kits. The two are displaced by 1-3 years or more of work to take a kit from assembly to flight.

The suffering comes as Light-Sport Aircraft kits and fully built models were down from 180 in last year’s first half compared to 127 this year, a reduction of 29%.

Most Notable: Icon

One well-known company heads our list of most-changed …and unfortunately, not for the best. You guessed it: Icon Aircraft and their handsome, if troubled, A5 LSA seaplane.

Icon A5 aloft over California. —photo by Icon Aircraft

After two relatively steady years of registering around 50 aircraft a year, enough to rise near the top of the fully-built Special LSA segment, Icon’s 2020 registrations plummeted from 44 in 2019 to 6 so far in 2020. Do please remember that these numbers are for the first half of 2020, a very difficult time, and with any luck, the last half of this weird year may improve.

As if Icon was not facing strong headwinds, it just got more turbulent as Aero News-Net reported. Original founder and visionary, Kirk Hawkins — described by the company as being “on sabbatical leave” — is suing the Chinese company that is the primary stockholder of the California builder with extensive operations in Mexico.

The last Chief Operating Officer has resigned and been replaced by another but the company is struggling to right the ship. Their aircraft is the most expensive, by far, in the LSA industry. They have two large facilities and more than 300 personnel on the payroll (although two thirds are in Mexico where wages are surely much lower than in California). That much overhead and payroll cannot be sustained with a dozen aircraft a year so Icon’s new leader certainly has his work cut out for him.

As Steve discovered, “Icon registrations have dropped off a cliff, from 44 in 2019 to six so far in 2020.” No question this is the biggest change in light aviation prompting Steve to ask, “What is going on there?”

Good News Leaders

In better news, though, Steve said, “Magni gyroplanes are doing very well. They’ve already exceeded last year’s total (10) by 50% and the year is only half over.” As I’ve written recently Magni is active in promoting their business during this difficult economy and that effort is evidently bringing benefits to the Italian producer.

Another brilliant photo from teacher-photographer-videographer, Paul Hamilton flying his Evolution Revo.

Steve continued, “Likewise, Aeroprakt has gone from 3 last year to 8 already this year.” If Aeroprakt USA importer Dennis Long can keep up this pace, he’ll hit 16 aircraft for the year, which is a worthy performance.

In our full-year 2019 report, Evolution Trikes looked rather weak but boss Larry Mednick reported that some registrations that should have made it into 2019 didn’t and we assured him they would show up in our 2020 reporting. They did, as Steve stated, “Evolution Trikes are back, going from 3 in 2019 to 8 in the first half of 2020. Like Aeroprakt, this suggests they are back on track …or alternatively, the database figures confirm Larry’s comment at the end of last year.

Please remember, as always, registration data is not sales data. For one obvious example, Evolution sells trikes outside the USA and these are not counted in this report.

Gyroplanes Go “Inside”

This beautifully-lighted image of a Magni M16 tandem gyroplane was taken on a flight from Texas to Cuba (here’s the whole story).

Combing the database thoroughly, Steve added a closing thought: “Looking elsewhere, I see that among gyroplanes, the enclosed side-by-side models are [now] favored over the tandem and open models, that is, AutoGyro‘s Cavalon is their top model, as is the M-24 Orion for Magni.

Thanks a million to Steve Beste and his efforts to keep us all informed. Please go visit Tableau Public for much more information, which you can shape and change at will — see the blue boxes at the left of your screen, especially the bottom two that may be most helpful, plus the tabs across the top.

Compress Post ...

Our fastest-with-the-mostest partner tracks the health and performance of the light aircraft industry and is once again punctual. Datastician Steve Beste has proven his capabilities to collect the registration data quickly, accurately, and with an insider’s viewpoint. Steve is a trike pilot, so he is “one of us.” In his former life he was a database expert in the tech field explaining his great facility with these systems. Here we are reporting facts for the period of April, May, and June 2020. Given the spectacular upheaval around the world, I’m happy to see the recreational aircraft industry holding its own fairly well. Reporting for the companies making larger, heavier aircraft, the General Aviation Manufacturers Association also reported sales are down. I cannot imagine anyone is surprised. If I was reporting numbers for the restaurant, bar, hotel, airline, theater, sports, or concert industries it would be an ugly bloodbath. This report is far less glum and beaten-down than those enterprises.

Expand Post ...

Back to the Future… Let’s Go to Oshkosh (OK, from last year) for a Full Tour of Light Aircraft

By Dan Johnson || 1 Comment

It’s almost July and any active pilot knows what that means: Oshkosh! Except not this year. ☹️

I interrupt the ongoing battle with Covid-19 to take you on a nostalgic tour of Oshkosh-19. View this excursion by video below.

Hey, when you can’t go to EAA AirVenture Oshkosh 2020, why not simulate from the safety and comfort of your home or backyard? Just like Netflix urges you — “Watch It Again!”

This brief virtual tour of aircraft and people from AirVenture last year may have you wishing you were starting to pack your bags for the big show this year …sigh!…

Oshkosh Redux

Sometimes called “Disneyland for Airplanes,” if you like things that fly — whatever form they take — you can probably find it at Oshkosh. Like a kid in a candy store, everywhere you look offers sweet temptations.

Oshkosh is so sprawling you can’t see it all but this post along with the video below tries to capture objects of interest to readers of this website and viewers of Dave’s “The Ultralight Flyer” YouTube Channel.

In a nearby photo you’ll see Dave’s new rig that gets the two of us around Oshkosh in head-turning style while transporting Dave’s heavy stash of camera gear. In the photo, my usual riding position is occupied by Midwest LSA Expo producer, Chris Collins.

AirVenture draws immense crowds — on the busiest day, the headcount may exceed a quarter million people milling around every aircraft, inside display, or outdoor food court. That makes impossible a goal of keeping every one of them six feet apart.

By comparison, Midwest LSA Expo has been social distancing for more than a decade. This show allows plenty of room to keep your separation but you can still examine aircraft and have plenty of time to talk to those representing it. Join us in Mt. Vernon, Illinois this coming September 10-11-12, 2020.

Last Year Outtakes

Normally I stick so closely to aircraft and engines — because that’s what interests readers most — that I must leave out a number of other points of interest. Here I’ll catch a few of them…

Magnificent Magni — Magni Gyrocopters, the second-largest-selling gyroplane line (after AutoGyro), has been doing an admirable job of putting out news during the lockdown. No one can go to shows or gather in groups, so the Italian producer has created newsy emails.

The gyro giant has been celebrating James Ketchell‘s around the world gyroplane flight in 2019, announcing their addition of Rotax‘s powerful 915iS engine, winning Spanish certification, and helping to uncover elephant poachers in Africa.

More than 1,200 Magni gyroplanes have been sold, mostly in Europe but models are flying all over the world. The company’s side-by-side, fully-enclosed Orion M24 model is shown nearby.

ePower Zigolo — Although it seems a long-delayed project, the electric propulsion of  Aeromarine LSA‘s Part 103-capable Zigolo continues in development.

At Oshkosh, the Florida enterprise showed their Zigolo electric prototype with externally mounted battery pods that can be jettisoned in the event of problems. The super light aircraft — with a gasoline engine, it easily qualifies for Part 103 — is well described by our associate Dave Unwin in this pilot report.

Any delay in Aeromarine LSA getting to larger production of an eZigolo is, in fact, normal. Note how enormously well-funded companies like Kitty Hawk or Airbus have abandoned electric propulsion as they wait on the batteries of the future. With vastly less cash, developer Chip Erwin continues to make intriguing progress in his lightest-of-all aircraft.

See-Thru Lazair —Is this iconic Canadian design coming back, or not? At present, the good news is that Gene Yarbrough, proprietor of Lazair Nouveau is making parts again for the long-out-of-production light aircraft.

Learn more about this popular design and Gene’s enterprise but a glance at the nearby photo shows how distinct this aircraft is compared to any flying machine. Lazair was even more eye-catching back in a time dominated by Quicksilvers and CGS Hawks but even today, its clear coverings, inverted-V tail, and twin engines set this fascinating aircraft apart from most others.

Nearly everything about Lazair was different, but the image shows the central structure clearly and it is easy to imagine how unique this looked when all other ultralight vehicles were so basic… and draggy. Lazair’s smoothness and attention to lower drag made it work well on two tiny engines. Power was originally supplied by two modified Pioneer Chainsaw engines of approximately 5.5 horsepower each though these were later replaced by two, single-cylinder, 9.5-horsepower Rotax engines.

FAA Meets with Industry — FAA has kept a tradition dating back to the beginning of Light-Sport Aircraft in 2004 — the new regulation was announced at Oshkosh that year and became official on September 1st with the first aircraft accepted by FAA at Sun ‘n Fun 2005.

In the Heritage Museum located near the entrance to AirVenture, FAA leadership gathers with airplane manufacturers and other interested parties to review the coming regulation widely known as MOSAIC. The Small Airplane Directorate’s Terry Chasteen (seen speaking at top left in the nearby photo) also provide his annual safety briefing to those in attendance.

In 2019, the yearly conclave was attended by some of the top executives in FAA. The occasion provides a rare chance for industry to have a conversation with rule writers.

Talking to Reporters — For years, Americans and many others have been hearing plenty about Big Media; comments are not particularly positive. However, in aviation, media players (like yours truly) are more understanding and may portray industry’s efforts in a more upbeat way. Facts and details about interesting new aircraft, are the focus of most aviation writers and videographers.

In one impromtu image seen nearby, Flight Design USA‘s Tom Peghiny is interviewed on camera by reporters from Aero-News Network behind the media tent at EAA’s AirVenture media headquarters. In many places at Oshkosh, you may notice variations on this kind of reporting. Videoman Dave and I are happy to be among those working to create content readers and viewers enjoy.

The value of companies running into reporters at events like EAA AirVenture Oshkosh shows why these events are so important. With that in mind, we hope all events can return to normal for 2021.

Here’s our race-around tour of AirVenture 2019.

Compress Post ...

It’s almost July and any active pilot knows what that means: Oshkosh! Except not this year. ☹️ I interrupt the ongoing battle with Covid-19 to take you on a nostalgic tour of Oshkosh-19. View this excursion by video below. Hey, when you can’t go to EAA AirVenture Oshkosh 2020, why not simulate from the safety and comfort of your home or backyard? Just like Netflix urges you — “Watch It Again!” This brief virtual tour of aircraft and people from AirVenture last year may have you wishing you were starting to pack your bags for the big show this year …sigh!… Oshkosh Redux Sometimes called “Disneyland for Airplanes,” if you like things that fly — whatever form they take — you can probably find it at Oshkosh. Like a kid in a candy store, everywhere you look offers sweet temptations. Oshkosh is so sprawling you can’t see it all but this post along with the video below tries to capture objects of interest to readers of this website and viewers of Dave’s “The Ultralight Flyer” YouTube Channel.

Expand Post ...

American Ranger AR1 Gyroplane Embraces Rotax 915iS Power

By Dan Johnson || 4 Comments

You can call modern gyroplanes “wanna-be” helicopters if you want but that might miss a few important points.

First, a gyroplane can be flown by a Sport Pilot. Other than Part 103 ultralight version, a helicopter requires a higher certificate and that means a medical, at least BasicMed.

LAMA believes gyroplanes will be included in FAA’s revised LSA regulation from what is known at this time. That means they’ll be available ready-to-fly and prices are so much less than conventional helicopters that it’s not even comparable. Comparing the most deluxe fully-built gyroplane to even a used helicopter is a world apart. Finally, maintenance of a gyroplane is dramatically less than any helicopter.

Igor Bensen’s original Gyrocopter set the field in motion but these machines have advanced so much further. Seen at Smithsonian Udvar-Hazy museum.

Despite those differences, gyroplanes enjoy some of the same performance capabilities of a helicopter — other than vertical launch. Gyroplanes also work unusually well in wind conditions that might ground most other aircraft.

No wonder gyroplanes have enjoyed a huge run in space-tight European countries and have been growing steadily in the USA. All this makes Silverlight’s shift from weight shift to gyroplanes look smart. While the USA invented gyrocopters (as many called them back when, even though that term refers to a Bensen design), Europe marched forward with the idea while some American producers grappled with safety issues.

That’s mostly history now. Designed and produced in America, Silverlight Aviation‘s American Ranger AR-1 series (open and closed cockpit variations) has found a growing number of buyers.

Now, More Powerful

“Rotax 915iS is recommended for customers starting from high altitudes like in Colorado, Utah, New Mexico,” said Silverlight, “or if the customer is looking for the ultimate performance anywhere.” Read my comparison of 915iS to 912iS.

Company leader, Abid Farooqui, notes that Rotax’s newest powerplant requires use of an EFIS (Electronic Flight Information System, or digital screen avionics) for engine monitoring that can interface with 915’s electronic engine monitoring. Analog gauges are not an option with use of this engine. The lowest cost and simplest EFIS is MGL Extreme, Abid advised.

The 141-horsepower engine is fully ASTM compliant. Silverlight said the engine package “includes engine, air filter, intercooler, intercooler custom piping, oil lines, oil radiator, remote oil tank, fuse box, ECU, coolant radiator, engine mounts, exhaust system with turbo, engine mounting hardware, fuel system components, standard composite propeller.” Yet reading that list does not speak to the effort of designing the engine installation for AR-1

I will link to a video with much more detail but as one example, Rotax’s powerful engine has a turbocharger. Those air boosters make air hotter so an intercooler is needed. The trouble with these components is they have to be securely mounted and a gyroplane like AR-1 is slim, so Abid did not want a big intercooler sticking out and upsetting the lines and low drag of his design. As the video below shows, he went to considerable effort to clean up the 915 installation.

Specifications — American Ranger AR-1 (with 3 Engine Options)

  • Empty Weight — 646 pounds (912ULS/912iS), 665 pounds (914UL), 697 pounds (915iS)
  • Gross Weight — 1,200 / 1,232 / 1,260 pounds
  • Useful Load — 554 / 567 / 563 pounds
  • Payload (full fuel) — 452 / 465 / 461 pounds
  • Minimum Speed (a substitute for Stall Speed) — 25 mph
  • Max straight and level speed (Vh) — 105 mph / 110 mph / 120 mph
  • Never Exceed Speed — 120 mph
  • Takeoff Roll (calm, turf, prerotated) — 450 feet / 350 feet / 200 feet
  • Takeoff Distance (50 foot obstacle) — 1200 feet / 980 feet / 750 feet
  • Landing Roll — 0 to 30 feet, with proper technique
  • Landing (50 foot obstacle) — 500 feet
  • Rate of Climb (sea level) — 725 fpm / 850 fpm  / 1300 fpm
  • Fuel — 17 gallons
  • Fuel Burn at Cruise — 4 to 6 gph
  • Rotor Diameter 28 feet 3 inches (larger rotor of 28 ft. 10 in. available for high altitude)
  • Height — 9 feet
  • Width (not cockpit width) — 76.5 inches,
  • Length — 17.7 feet
  • Folding Mast Option — 6.1 feet (when folded)

Here’s a fuller description of flying a gyroplane — suitable for pilots without experience in these aircraft.

Compress Post ...

You can call modern gyroplanes “wanna-be” helicopters if you want but that might miss a few important points. First, a gyroplane can be flown by a Sport Pilot. Other than Part 103 ultralight version, a helicopter requires a higher certificate and that means a medical, at least BasicMed. LAMA believes gyroplanes will be included in FAA’s revised LSA regulation from what is known at this time. That means they’ll be available ready-to-fly and prices are so much less than conventional helicopters that it’s not even comparable. Comparing the most deluxe fully-built gyroplane to even a used helicopter is a world apart. Finally, maintenance of a gyroplane is dramatically less than any helicopter. Despite those differences, gyroplanes enjoy some of the same performance capabilities of a helicopter — other than vertical launch. Gyroplanes also work unusually well in wind conditions that might ground most other aircraft. No wonder gyroplanes have enjoyed a huge run in space-tight European countries and have been growing steadily in the USA.

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A Special Light-Sport Aircraft Seaplane for the Rest of Us: Aventura SLSA 912

By Dan Johnson || Leave a Comment

If you pay any attention to LSA seaplanes, you should already know about Aventura. Certainly, pilots seeking a recreational waterbird that won’t ruin their budget likely already know the company, Aero Adventure. This Florida producer has seaplane kit aircraft that can get airborne for less than $60,000.

Yes, you read that right and that figure includes everything needed although you may elect added-cost options such as glass avionics or a specialized paint job. While some models of LSA seaplanes appeal to the wealthy class at prices approaching $400,000, Aero Adventure makes …seaplanes for the rest of us.

Two years ago, Aero Adventure was focused on their S-17 model featuring the 117-horsepower AeroMomentum engine. You could buy a factory-built version of this on a very limited basis as the company periodically put their airshow model up for sale as a used aircraft. For 2020, however, the DeLand, Florida company is throwing the door open much more widely.

New-To-Be LSA Seaplane

Given the sweeping effects of the coronavirus lockdown, Aero Adventure has experienced some delay getting FAA to come make their evaluation of the company’s Special Light-Sport Aircraft entry. Hopefully, boss Alex Rolinski will succeed in getting this done soon but it is presently out of his hands. He asks FAA regularly but permission has not yet been granted for inspectors to visit Aero Adventure.

While Alex and team previously hoped to debut the new model at Sun ‘n Fun 2020 for its once-delayed date in early May (now 2021; see here), they may now be ready in time for the DeLand Showcase scheduled for November 12-13-14, 2020.

That would make a special opportunity as Aero Adventure is based at DeLand (along with another well-known producer, U-Fly-It, manufacturer of the Aerolite 103 located right next door to Aero Adventure).

For years, Aero Adventure has made kit seaplanes and these can be highly affordable. You don’t often hear “high affordable” and “seaplane” in the same sentence but this company has the right formula. Check this article from 2015; prices change but know that Aero Adventure offers genuine value.

In addition, Aventura models have been flying for many years. Hundreds have launched into the sky from land or water. The brand was first known as the Buccaneer and evolved through several different owners to become Aventura. However, among the various entrepreneurs, none has been more active and vigorous than the group Alex Rolinski has assembled

While Aero Adventure worked on the SLSA model, a Florida dealer, Wahlstrom Aviation has bolstered customer support by helping kit builders at their Florida panhandle location.

Very Special
Light-Sport Aircraft

Despite their best plans, no one saw the coronavirus panic coming, so Aventura SLSA remains “to-be” until FAA permits on-site inspector visits to perform the evaluation they elect for a new entry. Paperwork could be examined in an FAA office but a visit to the manufacturing facility is likely for any new entry.

Meanwhile, in my visit at the end of March 2020, I reviewed several items of the long work list required to achieve Special LSA status and it appears to me that Aero Adventure has nearly finished all work. They hired outside talent to assist them in assuring they fully meet the ASTM standards FAA requires before accepting a new model into the fleet. They’ve also completed the numerous manuals required before they can declare their compliance to standards.

Building the case for FAA acceptance has absorbed a lot of time and money, but Alex and crew have worked the rest of the effort, too. A major decision was made about representation of the enhanced line.

Bristell USA importer, Lou Mancuso, will represent the Aventura SLSA 912. He has already dipped his toe into the water (literally …ask him about it at an airshow) by offering the S-17 version of Aventura but he is stoked about the potential for the fully-built seaplane with a modest price. Aventura SLSA 912 will be north of $100,000 but significantly less than all other Special LSA seaplanes and far, far less than Icon’s A5.

Unless some other entry manages to arrive sooner, the fully-built Aventura will be #153 in our popular SLSA List. Plan to attend DeLand Showcase 2020 and ask Alex or Lou all the questions you want.

Current Specifications for Aventura 912*:

  • Top Speed — 105 mph
  • Cruise Speed — 75 mph
  • Range — 300 Stature Miles
  • Stall Speed — 47 mph
  • Rate of Climb — 1,000 fpm
  • Takeoff Distance, Land — 250 feet
  • Takeoff Distance, Water — 350 feet
  • Fuel Capacity — 23 gallons
  • Empty Weight — 840 pounds
  • Gross Weight — 1,430 pounds
  • Useful Load — 590 pounds
  • Payload (with full fuel) — 452 pounds
  • Height — 7 feet
  • Length — 23 feet
  • Wing Span — 30 feet 8 inches
  • Wing Area — 161.7 square feet
  • Landing Gear — All three wheels retract

* Aero Adventure sells a Rotax 912-powered Aventura kit and these specifications are for that model. Slight differences may emerge when FAA grants Special LSA approval to the company.

Here is our short video (5:45) as another longer video with interview remains in editing:

Compress Post ...

If you pay any attention to LSA seaplanes, you should already know about Aventura. Certainly, pilots seeking a recreational waterbird that won’t ruin their budget likely already know the company, Aero Adventure. This Florida producer has seaplane kit aircraft that can get airborne for less than $60,000. Yes, you read that right and that figure includes everything needed although you may elect added-cost options such as glass avionics or a specialized paint job. While some models of LSA seaplanes appeal to the wealthy class at prices approaching $400,000, Aero Adventure makes …seaplanes for the rest of us. Two years ago, Aero Adventure was focused on their S-17 model featuring the 117-horsepower AeroMomentum engine. You could buy a factory-built version of this on a very limited basis as the company periodically put their airshow model up for sale as a used aircraft. For 2020, however, the DeLand, Florida company is throwing the door open much more widely.

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WHAT?! A Cub Dragging its Nose Rather than its Tail? CubCrafters’ Newest Entry…

By Dan Johnson || 5 Comments

What on Earth is the world coming to…?! A Cub with a nose wheel? Has the aviation world gone mad?

No, of course not. Admittedly, though, a nosedragger is certainly not what most pilots think when they envision a Cub.

Leading manufacturer CubCrafters has explored many corners of the Cub world, filling niche after niche in fulfilling resilient demand for this popular airplane design. (Note that I keep calling this aircraft a “Cub,” instead of “Cubalike” because the Washington company actually owns that name after acquiring it from Piper some time back.)

Cub Wonderment

“Following a year-long public market survey,” CubCrafters announced, “[we have] officially decided to [start efforts to] certify and offer a nosewheel option for our flagship Part 23 certified aircraft, the CC-19 XCub.” This is not an Light-Sport Aircraft entry, however, the model remains easily within the coverage area this website pursues.

“Putting a nosewheel on a modern Cub type aircraft certainly surprised some people,” noted CubCrafters’ VP of Sales & Marketing, Brad Damm. “The overwhelming public response has been positive, especially among more than 300 pilots that had the opportunity to fly the airplane during the market survey phase.”

“A nosewheel equipped XCub is a very easy airplane to fly that takes off shorter, lands shorter, and cruises faster than the tailwheel version,” Brad added. “Once a pilot is in the airplane and experiences it, the advantages are obvious.”

“Engaging our customers has been hugely important,” said Patrick Horgan, President of CubCrafters. “We went into this process not entirely sure if the market wanted to accept a nosewheel-type personal adventure Cub.” He reported the question has been resolved. “We’ve had people wanting to place deposits for this aircraft from day one. Our customers have made it very clear that they want us to build this airplane.”

CubCrafters said that a variety of pilots with varying skill levels invested hundreds of hours of real-world use during the market survey phase. The Yakima company said this experience led to many design improvements that might not have happened solely from company engineers.

Going Both Ways

“XCub is easily convertible between nosewheel and tailwheel,” CubCrafters said, “so you really get two airplanes in one: a tricycle-gear aircraft, and a traditional big-tire tailwheel Cub. Both are very capable STOL aircraft designed for backcountry missions.”

CubCrafters boasts “an extremely robust trailing-link nosewheel assembly and large tundra tires as an option for the mains.” The company said the traditional tail-dragging XCub can handle “primitive landing strips” plus most off-airport operations. Likewise landing loads on the nosewheel are transmitted to the airframe by a heavy duty truss and can accommodate unimproved landing surfaces.

Regarding retrofit, the nosewheel assembly “is a bolt-on effort that can be removed should the owner want to convert the airplane to a tailwheel configuration.” XCub’s tricycle gear option is available now on experimental XCubs through the company’s Builder Assist program

Following the company’s also-Part 23 Cub, the nosedragger has been badged as “NX Cub” for aircraft delivered from the factory in nosewheel configuration. CubCrafters expects to achieve FAA Part 23 certification for NX Cub in early 2021.

Company founder Jim Richmond added, “I’ve always believed that back-country flying should be open to more than just tailwheel rated pilots.”

While not about XCub or NX Cub, this video pilot report featuring both Videoman Dave and me will provide more info about flying CubCrafters SuperSport. This is different than our usual work; enjoy!

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What on Earth is the world coming to…?! A Cub with a nose wheel? Has the aviation world gone mad? No, of course not. Admittedly, though, a nosedragger is certainly not what most pilots think when they envision a Cub. Leading manufacturer CubCrafters has explored many corners of the Cub world, filling niche after niche in fulfilling resilient demand for this popular airplane design. (Note that I keep calling this aircraft a “Cub,” instead of “Cubalike” because the Washington company actually owns that name after acquiring it from Piper some time back.) Cub Wonderment “Following a year-long public market survey,” CubCrafters announced, “[we have] officially decided to [start efforts to] certify and offer a nosewheel option for our flagship Part 23 certified aircraft, the CC-19 XCub.” This is not an Light-Sport Aircraft entry, however, the model remains easily within the coverage area this website pursues. “Putting a nosewheel on a modern Cub type aircraft certainly surprised some people,” noted CubCrafters’ VP of Sales & Marketing, Brad Damm.

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One More Part 103 Ultralight Aircraft: UltraCruiser by Hummel Aviation

By Dan Johnson || 4 Comments

In April, lots of readers were clearly pleased with the “Vintage Ultralights” series. Thanks to our cooperation with Videoman Dave and his popular YouTube channel, we were able to present ten well-proven aircraft that could be purchased for well under $10,000 …assuming you could find one that met your needs and passed a careful inspection.

Bargains may not be the easiest aircraft to find and buy yet the effort can pay off with a flying machine allowed by your budget and which can bring a smile to your face. That seems worth the search.

However, our 10-aircraft review was not exhaustive. Even more choices are available! Some very modestly priced aircraft — Legal Eagle is one of several (yes, several!) possibilities — are available as a new aircraft purchases for a fairly small amount of money. Another is Hummel Aviation’s UltraCruiser (see lots of links below).

All-Metal UltraCruiser

“The UltraCruiser was designed as the first all-metal ultralight in 1998,” reported Hummel Aviation. “First flights were in 2000. First plan sales were in 2001. Intended for first-time builders as well as first-time pilots, the UltraCruiser is an easy to build and even easier to fly aircraft.” (You can see my full-length pilot report — links below — to see I generally agreed with these statements.)

The design can be built from plans up to and including a full kit, according to the Ohio producer. “The kit includes predrilled, laser-cut components. All parts are formed, prebent, or welded. Wheels, tires, brakes, harness, and even the seat cushion is included. Wing Spar is preassembled” said Hummel. “The kit is very complete. Everything is included to complete the aircraft less the engine, prop, spinner, and instruments.” Its wings can be detached for storage.

Built carefully, UltraCruiser can qualify as a Part 103-compliant all-metal ultralight aircraft (‘er “vehicle”).

A mini-fighter appearance is part of UltraCruiser’s appeal; photo by Carl Mccall.

UltraCruiser is very docile and easy to fly. With a 6.5-foot-wide track and low center of gravity, ground handling is straightforward. Because this is a taildragger, that’s important to many tricycle-gear-trained pilots.

If you are still unsure of your taildragger skills, a tricycle-gear option is shown on plans but UltraCruiser will then be too heavy to qualify for Part 103. The same goes for a fully enclosed canopy.

The all-metal aircraft displayed surprisingly strong performance on a 37-horsepower engine. You have other choices but when a half-VW engine powers the UltraCruiser, it can produce 28 to 37 horsepower.

An UltraCruiser being assembled at Hummel Aviation; photo by Jamie R.

Even the higher powered version burns burns a mere two gallons per hour, which makes it one of the most fuel-efficient engines you can install on an ultralight. Though half-VWs lack the same power-to-weight ratio of two-strokes engines, four-stroke powerplants are valued by many pilots.

UltraCruiser is built using full-size parts shown on plans. A complete set of plans contains 26 24-inch by 36-inch CAD-drawn pages pages with full size templates for bulkheads and wing ribs. “A 30-page step-by-step manual is very complete with all materials listed. Only simple shop tools are required,” clarified Hummel.

Maybe you’ve never heard of or seen an UltraCruiser? If such is the case, you have a wonderful viewing option this year on a date that will hopefully occur after all the corona virus panic has passed.

A Gathering of ‘Cruisers

“Hummel Gathering 2020 will be held October 10th,” announced Hummel. “Last year it was so hot, we thought we would try a fall event. The date also coincides with WUFI (World Ultralight Fly-In) 2020 for those ultralight guys looking for a destination. Everyone is welcome.” (Here are three article about WUFI.)

The gathering is an informal event, Hummel said. It is intended for people with an interest in ultralights, homebuilts, VW engines, and to anyone wishing to learn more about Hummel Aviation and Hummel Engines. “We expect a good turnout this year assuming we are out of lockdown,” said Hummel. “We always have coffee and donuts for the early guys. Lunch will be served at noon or so. We usually have a few demo flights, weather permitting, and an informal Q&A for an hour or so after lunch.”

Morry Hummel waves from his cockpit a few years back.

“This should be a great gathering as we celebrate 40 years of the Hummelbird, 20 years of the UltraCruiser, and 15 years of the H5. We will also have a little cake to celebrate Morry Hummel’s induction into the EAA Ultralight Hall of Fame as well as what would have been his birthday.”

Hummel Aviation is active on Facebook and their website is up-to-date.

Here’s my full-length pilot report from the 1990s. Some of this may be dated, but most of it is still useful. Be warned; it’s a longer read than modern posts. If that is not enough reading, here is another pilot report, this one appearing in an EAA magazine.

Following is an interview with a Hummel owner.

Compress Post ...

In April, lots of readers were clearly pleased with the “Vintage Ultralights” series. Thanks to our cooperation with Videoman Dave and his popular YouTube channel, we were able to present ten well-proven aircraft that could be purchased for well under $10,000 …assuming you could find one that met your needs and passed a careful inspection. Bargains may not be the easiest aircraft to find and buy yet the effort can pay off with a flying machine allowed by your budget and which can bring a smile to your face. That seems worth the search. However, our 10-aircraft review was not exhaustive. Even more choices are available! Some very modestly priced aircraft — Legal Eagle is one of several (yes, several!) possibilities — are available as a new aircraft purchases for a fairly small amount of money. Another is Hummel Aviation’s UltraCruiser (see lots of links below).

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Racing Risen — A “Pandora’s Box” (and Lesson) About Speed Records in Light Aircraft

By Dan Johnson || 12 Comments

In our strongest month ever, April 2020, our biggest story was about the Swedish Blackwing “Speed Monster.” Pilots almost universally admire a beautiful and fast aircraft. Blackwing won hearts …and perhaps some orders for the Scanadanavian manufacturer.

Blackwing edged out Risen with its record flight, prompting a representative of Porto Aviation Group to provide a deeper perspective. Many years ago as an active hang glider pilot, I found the records-keeping body, FAI, to be very strict and formal in how it administered world record claims.

Siren or Risen
Whatever the Name; It’s Fast

One of my most popular videos (with well over a half million views and hundreds of comments) is an interview I did with Alberto Porto, developer of Risen. It was 2015 and he had just introduced his speedster He said it would set records and it turns out he knew what he was saying.

Porto’s Siren looks fast even with fixed landing gear.

When I read Blackwing’s statements about eclipsing an older record, I wondered at the name Siren, the previous record holder. I wondered if it was a misspelling of Risen, but no, it was not. Risen is the retractable gear model. Siren is a fixed wing example (nearby photos).

Porto commercial director Stéphan D’haene wrote, “The [Blackwing people] were flying at FL100 (10,000 feet MSL). We were flying sea level. That makes a huge difference,” he exclaimed!

“We are in discussion with FAI for clarification of the rules,” Stéphan continued, “as different countries make different interpretations, apparently.” He refers to FAI’s practice of designating a national group to oversee and verify record claims before sending to the international headquarters.

Porto Aviation Siren fixed gear with a carbureted Rotax 912 ULS heading out for a 50km closed course record.

I noted the inexact match of record attempts. SEA/Porto’s record attempts were flown at a low altitude under  FAI rules that “have evidently been reinterpreted,” Stéphan speculated. Any flexibility in how FAI reads the data is hard for me to accept given how rigid they used to be. In addition, he noted Siren was limited to 1,042 pounds (472.5 kilograms, a European microlight standard). Stall was less than 35 knots and Porto’s fixed gear design had some 40% less horsepower available. Those points add up to a significant difference.

Siren undergoes a weighing process under FAI supervision; fuel and crew must remain below 472.5 kilograms (1,042 pounds). Although Siren is labeled “Turbozentrum,” the aircraft is equipped with a non-turbocharged 912 ULS and is completely stock. Turbozentrum was one of the record attempt sponsors.

“For the Risen 914T — introduced in 2016 — our brochure stated 75% cruise at 355 kilometers per hour (192 knots),” Stéphan noted. “At full power the aircraft will exceed 200 knots at FL100.”

“Altitude is a key contributing factor to a record based on ground speed,” observed Porto Aircraft, expressing a point most pilots will recognize. “We all know, that speed varies with altitude.”

Stéphan said, “[This means] the two record flights (Blackwing more recently and Risen a few years back) were not done in comparable conditions. For that reason, they should not be compared.” He explained that FAI previously stuck to a consistent approach that allowed records to be compared using a correction factor.

Team Porto Aviation Group pose with both record-setting aircraft (fixed-gear Siren at back with retractable Risen behind team).

Speaking for company boss Alberto Porto, Stéphan believes Risen 914 Turbo would fly 10 kilometers per hour (5.4 knots) faster than the Blackwing powered by the more powerful 915iS. He also reported, “Alberto did not go all the way during that run. He left some room to do future records.”

“It’s very simple. If we extrapolate the performance of the Risen 914T using the FAI correction factor, Risen 914T would be 392 kilometers per hour and [thereby] faster than Blackwing,” Stéphan stated. “We didn’t even mention the 22.5% more power” that Blackwing’s 915 has over Risen’s 914. In the previous benchmark, the retractable, turbocharged Risen claimed a straight-line record — but the story continues.

“Things are even more confusing for the [second record for a] 50-kilometer closed-circuit course,” said Stéphan. “In every record we attempt, our motivation is to show that our marketing brochure is very accurate without inflated numbers. Because nobody could believe the performance of the fixed-gear Siren with [100 horsepower] 912ULS, we decided to set a new record. The result was an astonishing 288 kilometers per hour (corrected for ISA). We could fly the Risen 914T and set a much faster record, because of retractable gear and an extra 15 horsepower of the Rotax 914.”

“We [did not believe another company would attempt to break a] record set by our fixed-gear Siren model,” expressed Stéphan. “Why? Because [any speed] increase would be marginal, not much to brag about. All manufacturers in Europe understood that very well. There was [little] to win in beating this record and [until recently] everybody steered clear of the 50 kilometer closed circuit.”

Previously reported Blackwing heads out for a record attempt.

“Not so for the Swedish,” Stéphan believed. “…they found a solution but facts are still facts.” The Blackwing 915 performance on the 50 kilometer course corrected to normal FAI calculation is 302 kilometers per our versus 288 for the fixed-gear Siren. That’s 14 kilometers per hour (7.6 knots) faster for a retractable gear design with 41% more power and higher cost. Just imagine a fixed-gear Siren with that same Rotax 915iS?”

Closing Thoughts

Stéphan observed that I had written (in my second article about Blackwing‘s achievement), “This ain’t over yet…“

I suspect it is still not over but here we have an example of how records work to stimulate new innovation. While the exchange of official FAI record bragging rights from Blackwing and Porto make for interesting reading, the truth is both have accomplished a lot — speeds beyond 200 miles an hour on fairly small engines. Such a figure speaks to airframe efficiency, clever engineering, and determination. Aviation can use all of that it can get. Bravo to both companies!

Compress Post ...

In our strongest month ever, April 2020, our biggest story was about the Swedish Blackwing “Speed Monster.” Pilots almost universally admire a beautiful and fast aircraft. Blackwing won hearts …and perhaps some orders for the Scanadanavian manufacturer. Blackwing edged out Risen with its record flight, prompting a representative of Porto Aviation Group to provide a deeper perspective. Many years ago as an active hang glider pilot, I found the records-keeping body, FAI, to be very strict and formal in how it administered world record claims. Siren or Risen Whatever the Name; It’s Fast One of my most popular videos (with well over a half million views and hundreds of comments) is an interview I did with Alberto Porto, developer of Risen. It was 2015 and he had just introduced his speedster He said it would set records and it turns out he knew what he was saying.

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Building Your Own Airplane… Seem Hard? How About with Experienced, Professional Help?

By Dan Johnson || 7 Comments

Let me be honest. I’ve built one aircraft in my life. It was a Quicksilver MX series, a design that can be assembled by first timer with reasonable skills in only 80 hours or so. A lot depends on your skills and interest, your basic mechanical aptitude, the space you have to work, your tools, and how much time you can put into a project. Quicksilver is a super-simple kit. What if you desire something more complex?

Arion Lightning kit aircraft photo by Jay Schweitzer.

I deeply admire those who have built some of the most beautiful aircraft I’ve ever seen.

As many a manufacturer has told me, even kit manufacturers — “A homebuilder can do an even better job than we can at the factory because they can spend all the time needed to get every detail exactly right. We have a business to run and even though we’re very good at what we do, we cannot justify the hours a homebuilder may invest.” Sounds right to me… even considering how many superlative factory-built kits I’ve seen.

I flew with Marc Halcomb in this Lightning he built with Greg Hobbs.

Yeah, still, though, if I’m going tackle a project like a sleek and shapely Arion Lightning, I’m going to need expert help. Many builders love the idea of someone checking their work and suggesting an order of events before you start cutting a piece of metal. At Experimental Aircraft Build Center Arizona, Greg Hobbs, Jack Norris, and others are present and ready to give you advice or lend a hand if you feel uncomfortable.

When the job is done, you may find a level of satisfaction that is hard to duplicate with almost any other activity in your life. So, pack a bag, rev up your passion for aviation, and get ready to build.

Fortunately, Americans have many build center choices, but I was duly impressed with the Hobbs’ Build Center in Arizona. Come on along (video below) while we took a flight from Copperstate to their facility.

Build Your Dream

Aided mightily by the real boss, Greg’s longtime spouse Crystal, the pair have created a idyllic setting to build your own aircraft. Located about 30 miles northwest from Tucson or a hour and a half south of Phoenix, Arizona, Greg and Crystal built with their own hands a large hangar with all the space and all the amenities needed to get your airplane kit put together. Yours and several other projects all at once.

Crystal and Greg Hobbs photo by Jay Schweitzer

While you work at the project in time periods that work for you, the experience will be a eat-sleep-breath kit building from Day One. As Greg notes, entertainment and restaurants are a few miles away at the closest and people come to the Build Center not to go out for dinner or a movie but to build airplanes. So, build airplanes they do.

They’ll work with you 12 hours a day if you want, but “it’s whatever the customer wants to do,” clarified Greg. If eight hours maxes you out (probably understandable at first, anyway), you can collapse on one of the lounge’s comfy chairs and recharge your batteries.

I was told by several builders that Crystal puts out a good food spread and generally these two make you feel at home, even providing bedrooms so you can stay on the job as long as your schedule allows. “Most spend time, return home, and come back to finish the task,” explained Greg.

Building a Lightning — Greg observed, “All the primary fiberglass assemblies are preformed and fully fabricated including fuselage halves already bonded together with bulkheads installed; wings are substantially finished with fuel tanks installed; and all flight controls are installed.” The kit also includes cowls, the prop spinner, cockpit canopy frame, seats, and baggage floors.

Welded structures, such as the motor mount, spar box assembly, gear leg sockets, and various brackets, are finished and epoxy painted at the factory making them ready to install. Lightning’s landing gear is machined from 7075T6 aluminum and ready to fit.

An airplane like Lightning “goes together pretty fast,” said Greg, continuing to say that the process takes only about three weeks. If you try this at home, plan on more time, other builders told me. The help the Build Center gives is invaluable plus it’s more social than many projects.

The Experimental Aircraft Build Center Arizona also helps builders create the Flying Legends Tucano and the ICP Savannah.

A Flying Legends Tucano being assembled at the Build Center.

The Build Center is 10 miles west of Marana’s municipal airport, which itself is 20 miles northwest of Tucson, Arizona or about 100 miles south of Phoenix. This is baking hot country but Greg and Crystal’s facility will keep you comfortable.

Find out more by visiting Experimental Aircraft Build Center Arizona. As you will see and learn, you need bring nothing but your enthusiasm. Greg and Crystal — along with partner Jack Norris — will provide everything. You get a sleeping room. Crystal prepares meals and several builders told me this may be the highlight of the whole experience. The Build Center provides all the tools, jigs, and work tables you need. Let’s get to work!

Compress Post ...

Let me be honest. I’ve built one aircraft in my life. It was a Quicksilver MX series, a design that can be assembled by first timer with reasonable skills in only 80 hours or so. A lot depends on your skills and interest, your basic mechanical aptitude, the space you have to work, your tools, and how much time you can put into a project. Quicksilver is a super-simple kit. What if you desire something more complex? I deeply admire those who have built some of the most beautiful aircraft I’ve ever seen. As many a manufacturer has told me, even kit manufacturers — “A homebuilder can do an even better job than we can at the factory because they can spend all the time needed to get every detail exactly right. We have a business to run and even though we’re very good at what we do, we cannot justify the hours a homebuilder may invest.” Sounds right to me… even considering how many superlative factory-built kits I’ve seen.

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What’s Enough Power? Always More? Maybe Not, as Bill Canino Explains Zlin’s Shock Ultra

By Dan Johnson || Leave a Comment

In the last couple months as we’ve all been struggling under the lockdowns happening across the country (and around the world), some of our best-read articles have been about going fast using the most powerful engines.

What pilot doesn’t want more power? Or speed?

The trouble with more power allowing more speed is that old auto racing line: “Speed costs money! How fast do you want to go?”

How about a not-so-expensive option?

U.S. importer Sportair USA has you covered.

Ultra Shock

If a name has “ultra” in it, the name implies the most of what you should want, right? Wrong! In this case, as famous architect Mies van der Rohe noted, “Less is More.”

It seems all the talk is about Rotax‘s 915iS or Titan’s X340, or most recently Continental‘s CD-170. All these engines share at least two things: (1) They are awesomely powerful, and (2) they might bust your budget.

Rotax engine choices: 912 (100 horsepower); 914 (115 horsepower); and 915 (141 horsepower).

Not so many years ago, a 65-horse Rotax 582 (still available) was a potent engine. Then came the 9-series and everyone got spoiled on 100 horsepower. That engine ruled the LSA world — literally, all around the globe — for more than a decade since Light-Sport Aircraft burst upon the aviation scene.

Nonetheless, somehow 100 horsepower began not to seem enough. I blame CubCrafters who began pushing 180 horsepower but the Jabiru 3300 (120 hp), the UL Power engines, and the Viking 130 (horsepower) also helped push the envelop. Finally, a mere 100 horsepower didn’t seem so much anymore.

However, as power went up, so did prices. The 915, 340 and 170 mentioned above carry significantly higher price tags, and honestly, not all light aircraft need that much power. Plus, bigger engines are heavier so some of the added power is used to lift the extra engine weight.

Zlin develop Pasquale Russo and U.S. importer Bill Canino think the familiar and proven Rotax 914 Turbo offered a “best of both worlds” proposition.

For 2020, Zlin introduced the Norden concepts. Read our earlier article about it and see the video below for about Shock Ultra.

Coming To Be

“The natural evolution … of our Shock Cub, an aircraft created in 2016, developed our vision about an ideal bushflying aircraft,” Pasquale told me at Aero Friedrichshafen. “Adventure yet with maximum safety  (a protective cockpit cell and ideal aerodynamics of high performance at low speeds) represents the key.”

Deep deploying multi-surface Fowler flaps.

Minimizing empty weight is critical for some buyers and led Pascale and Bill to seek a lighter version of the Shock Outback that is powered by the potent Titan X340.

“We asked ourselves how much weight it would be possible to save, while maintaining the excellent performance of the Shock Outback,” explained Pasquale. “It was clear to us that some of the fundamental Shock features — a wing with slats on demand, landing gear equipped with long-stroke shock absorbers, deep Fowler flaps (nearby image) — should be integral parts of our project.”

Through a general weight saving campaign involving the whole airframe, Zlin engineers managed to reach a demonstrated minimum empty weight of around 650 pounds when minimally equipped. This is far less than most other “Cubalikes.”

“This required a long, meticulous revision and optimization of the whole airframe,” said Pasquale, including fuselage, empennage, landing gear, nose cowl, fuselage skin, the cockpit interior, brakes and control surfaces. It became a reconfigured airplane from spinner to tailwheel.

Careful weight reduction dropped the weight while keep their “hyper STOL” wing performance that can sustain speeds of barely more than 30 mph. “This is more typical for a powered paraglider than for a robust three-axis aircraft while maintaining interesting cruise speeds” Pasquale observed.

The modern Norden panel concept.

U.S. representative Bill Canino offered this list of worthy features for Shock Ultra: short takeoffs, quick climbout, short landings, tame landings, authoritative control, minimal touchdown rebound, safe slow flight, low stall speed, spin resistance, responsive controls, plus simple, strong construction that can be repaired by almost any qualified mechanic without special training.

How much? While everyone’s budget is different (and changes), the Rotax Shock series offers choices and one of them may meet your needs:

  • $117,125 with Rotax 912 (100 horsepower)
  • $132,895 with Rotax 914 (115 horsepower)
  • $146,345 with Rotax 915 (141 horsepower)
  • Prices subject to change — contact Sportair USA for the latest info

Compress Post ...

In the last couple months as we’ve all been struggling under the lockdowns happening across the country (and around the world), some of our best-read articles have been about going fast using the most powerful engines. What pilot doesn’t want more power? Or speed? The trouble with more power allowing more speed is that old auto racing line: “Speed costs money! How fast do you want to go?” How about a not-so-expensive option? U.S. importer Sportair USA has you covered. Ultra Shock If a name has “ultra” in it, the name implies the most of what you should want, right? Wrong! In this case, as famous architect Mies van der Rohe noted, “Less is More.” It seems all the talk is about Rotax‘s 915iS or Titan’s X340, or most recently Continental‘s CD-170. All these engines share at least two things: (1) They are awesomely powerful, and (2) they might bust your budget.

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Continental’s New “Jet-A” Engine Sets a New Course for the Big Powerplant Producer

By Dan Johnson || 11 Comments

Although airframes may present the look and offer the performance that stimulates an aircraft purchase, engines have long driven development of new airframes. One example is how jet engines completely transformed the design of airliners.

Around the world outside the U.S., aviation fuels like 100LL are not widely available. Rotax has done well in many countries as its engines can operate on — in fact, experts say they run cleaner on — premium auto gas that is available in nearly every country.

Likewise, because of the presence of airliners in every country, and for other technical reasons, fuels such as Jet-A are available in most locations. An airframe producer can make more sales to more countries if fuel is readily available.

LSA and kit-built owners may also want to visit Continental’s Titan engine website. The Jet-A series also includes the CD-135 engine with 135 horsepower that could meet many Light-Sport Aircraft needs.

New from Continental

As the newest edition to their CD-100 engine series, Continental’s CD-170 engine “continues the tradition of innovation for the Jet-A fueled family,” stated the Alabama-based manufacturer. “Our technologically-advanced, 170-horsepower engine, turbocharged, four-cylinder, in-line engine … has a low operating cost.”

Continental’s new CD-170 Jet-A engine.

Continental promoted their Jet-A piston powered engines as they launched the CD-170 as an alternate power plant for the four-seat, conventionally-certified Tecnam P2010.

Learn more directly from Tecnam regarding their 2010 TD-i.

“By offering Jet-A engines, customers gain distinctive advantages on their aircraft,” explained Continental. “A Jet-A diesel-cycle engine … always operates in the lean condition, eliminating the extra fuel burn during rich-of-peak takeoff conditions.”

Continental’s CD-100 Jet-A engine series is automotive-based, liquid-cooled, and turbocharged. “They are another example of our commitment to the advancement of general aviation technology,” stated the company.

Tecnam’s P2010 four seat model.

“This durable engine includes a technologically advanced fuel system design that [adds] an additional level of redundancy, providing aviators additional peace of mind,” boasted Continental Aerospace Technologies.

The newest CD-170 joins the series as a family of liquid-cooled, turbocharged, four-cylinder, fuel-injected, compression-ignition, four-stroke, geared, right (clockwise) rotating aircraft engine with FADEC (Full Authority Digital Engine Control) dual channel engine controls,” said Continental. That’s quite a phrase but the words clearly describe how this is different than the company’s other piston engines.

Technically Speaking…

Continental’s CD-170 is a four-cylinder, in-line diesel-cycle engine with dual overhead cams, uses four valves per cylinder, common rail-direct injection, and liquid cooling with wet sump oil system and reduction gears. This is a configuration many Light-Sport Aircraft and Sport Pilot kit aircraft owners already know and trust.

A worker assembles an engine at Continental’s European facility.

“This fresh Jet-A-fueled 170 horsepower engine offers the ease of flying a single lever control coupled with electronic engine monitoring and redundancy safety features,” noted Continental.

The CD-170 may be the newest design and highest horsepower engine in the CD-100 series family but the CD-100 family is a proven platform with more than 6,000 engines delivered and over 7.1 million flight hours in service. Listing several key differentiators from others in the series, Continental said, “The CD-170 engine has a lower compression ratio that allows for higher fueling and more power.”

Continental expects to receive EASA approval by the end of May 2020.

P2010 represents “a modern aircraft for fleet schools and individual aviators,” said Paolo Pascale, Tecnam’s CEO. “By incorporating Continental’s Jet-A engine, the P2010 TDI is the ideal aircraft, combining a modern, sleek, ‘green’ design with consistent, robust power.”

“Continental is proud to be Tecnam’s newest aircraft partner, bringing innovative aircraft to aviators around the world,” said Robert Stoppek, President & CEO of Continental Aerospace Technologies. On March 30, 2020, Continental announced that Stoppek was named CEO and President. Prior to joining Continental, he was formerly CEO for Waukesha Engine, part of the former GE Distributed Power business. He is currently pursuing flight instruction in helicopters, a spokesperson said.

Continental Aerospace is owned by AVIC International Holding company listed on the Hong Kong stock exchange (HKEX: 232.HK).

Technical Specifications:

  • Certified Fuels — Diesel, Jet-A1
  • Displacement — 122 cubic inches
  • Power — 168 horsepower
  • Max. Continuous Power — 153 horsepower at 2,250 RPM
  • Power Best Economy — 97 horsepower at 1,925 RPM
  • Maximum Propeller Speed — 2300 rpm
  • Bore x Stroke — 3.268 x 3.622 inches
  • Compression ratio — 15.5:1
  • Height — 25.03 inches
  • Width — 30.63 inches
  • Length — 32.12 inches
  • Dry Weight — 343.9 pounds

Continental’s CD-170 has an initial time between replacement (TBR) of 1,200 hours with plans to increase in the future.

Compress Post ...

Although airframes may present the look and offer the performance that stimulates an aircraft purchase, engines have long driven development of new airframes. One example is how jet engines completely transformed the design of airliners. Around the world outside the U.S., aviation fuels like 100LL are not widely available. Rotax has done well in many countries as its engines can operate on — in fact, experts say they run cleaner on — premium auto gas that is available in nearly every country. Likewise, because of the presence of airliners in every country, and for other technical reasons, fuels such as Jet-A are available in most locations. An airframe producer can make more sales to more countries if fuel is readily available. LSA and kit-built owners may also want to visit Continental’s Titan engine website. The Jet-A series also includes the CD-135 engine with 135 horsepower that could meet many Light-Sport Aircraft needs.

Expand Post ...

Why Are Aircraft Insurance Rates Increasing? Here’s What the Experts Say.

By Dan Johnson || 6 Comments

After a number of years with relatively modest rates for aircraft insurance — at least for the more easily insured aircraft and operations — rates have increased, even for experienced pilots with good records.

What’s Up!?

To learn more, we reached out to one of the most Light-Sport Aircraft, Sport Pilot kit aircraft-friendly insurance agencies, AIR, a fun abbreviation for Aviation Insurance Resources. My primary contact at AIR is Gregg Ellsworth, who was given an award in 2018 for being at every Midwest LSA Expo. He’s also a regular at most airshows and many sport pilots have come to know this man.

Short Answer:
Aircraft Insurance Market Fluctuates

Thanks to rapid increases in technology over the last decade, insurance became ever-more competitive. “Ten years ago a quote for a Cessna 172 may have taken a day or two to receive all available quotes back,” said AIR agent, Commercial Pilot, and CFI, Victoria Neuville. “Today most carriers can provide their quote within minutes!”

“With quoting becoming almost automated for many aircraft, insurance underwriters found themselves having to find new ways to stay competitive,” she added. “This meant broader policies, more flexible training requirements, and of course, a lower rate.”

These changes lead insurance companies to what is called a “soft market.” Pilots and aviation business owners often benefited from flexible underwriting and record low premiums.

This site is near Embry Riddle Aeronautical University in Daytona Beach, Florida where students work with experts to investigate accidents.

“For the last decade, insurance premiums have been at an all-time low due to carrier competition,” confirmed Gregg.

“Aviation underwriters were all competing for the same group of business and the way to win the account was to provide the lowest rate,” he reported. “With these lower rates, however, the aviation industry didn’t experience any fewer losses, especially with the countless natural disasters experienced recently.” (Nearby photos reflect this concern.)

As with any business, Gregg explained, “rates had to increase in accordance with the outgoing costs.”

Additionally, Victoria indicated major changes are normally seen every two to five years. “After enjoying low rates for nearly ten years, the aircraft insurance market is once again hardening due to poor loss ratios,” she observed. “Stricter training requirements are being implemented to increase aviation safety.”

“Senior pilots have been greatly impacted in this hardening market,” Victoria continued, “specifically those in retractable gear and multi-engine aircraft. If a single engine piston fixed tricycle-gear aircraft can fit your aircraft needs, this will often result in a better rate and insurability on your aircraft insurance.” Her advice seems nearly written to boost the LSA industry.

What Kind of Losses
Are Driving Rates?

While this website exclusively focuses on the light aircraft industry, insurance for all aircraft segments play a role in establishing rates. Compared to automobiles, for example, aviation is a small market.

“Acts of God” can cause huge losses for aviation insurance and losses affect all aircraft segments.

It may be worthwhile to look at what drives loss ratios higher. According to AOPA writer Richard McSpadden, the four most common causes of non-catastrophic incidents that increases rates are:

  1. The most costly problem in general aviation aircraft is gear-up landings and gear collapses. This currently does not include any LSA other than amphibious seaplanes.
  2. Next is loss of directional control on the ground, including ground loops. McSpadden stated, “Although taildraggers are a strong contributor to overall insurance payouts in this category, the issue is not exclusive to taildraggers. [Pilots] lose control on the ground in nosewheel airplanes at a surprising rate.”
  3. Hard landings came in third in the list of non-catastrophic accidents. Notably, flight into terrain and in-flight breakups are expensive but are so infrequent that they do not affect rates as significantly.
  4. Ranking fourth in overall cost to insurers, but first in number of incidents, is prop strikes. Most pilots are aware that props are expensive and a prop strike means a costly examination by an aviation mechanic.

Tornadoes caused havoc at Tune airport, tossing aircraft onto great piles.

McSpadden summarized, “Dramatic fatal accidents and liability aren’t the cost [drivers] … contributing to rate hikes. It’s hull coverage.” My own LSA insurance reflects this. Liability insurance is relatively cheap; it is hull coverage that accounts for most of the annual premium I recently paid — 87% of the total for an aircraft worth about $80,000.

Gregg sells insurance for all aircraft types but he has become expert on Light-Sport Aircraft. He advises, “To mitigate the aviation insurance risk, many underwriters are now requiring stricter initial training if a pilot is new to the aircraft … from an instructor experienced in that specific make and model.” Learn more by reading his whole article focused on LSA insurance.

Aviation Insurance Resources is playing a long game. All AIR agents are pilots. They will shop all the major aviation insurance markets to find the best available rate for your insurance risk but they cannot conjure low rates out of thin air.

Here’s an interview with AIR’s Gregg Ellsworth at the Midwest LSA Expo (coming again September 10-12, 2020).

Compress Post ...

After a number of years with relatively modest rates for aircraft insurance — at least for the more easily insured aircraft and operations — rates have increased, even for experienced pilots with good records. What’s Up!? To learn more, we reached out to one of the most Light-Sport Aircraft, Sport Pilot kit aircraft-friendly insurance agencies, AIR, a fun abbreviation for Aviation Insurance Resources. My primary contact at AIR is Gregg Ellsworth, who was given an award in 2018 for being at every Midwest LSA Expo. He’s also a regular at most airshows and many sport pilots have come to know this man. Short Answer: Aircraft Insurance Market Fluctuates Thanks to rapid increases in technology over the last decade, insurance became ever-more competitive. “Ten years ago a quote for a Cessna 172 may have taken a day or two to receive all available quotes back,” said AIR agent, Commercial Pilot, and CFI, Victoria Neuville. 

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