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By Dan Johnson || September 25, 2020 47 Comments

It’s called Hybird… and, no, I did not spell that incorrectly. As you’ll hear, the new powerplant has some possibility to be a form of hybrid (this time spelled as you expect) but it is different in that respect, too.

Since HKS decided to exit airplane engines — although our favorite datastician, Steve Beste reports he can still get parts for his HKS — the light aircraft industry has had an ear to the ground for a new four stroke replacement. It appears Chip Erwin has what many are seeking.

HyBIRD, not Hybrid

As those who know him realize, Chip does not just go out and find components for his airplanes and then adapt them to his designs. He actively works the project. He’s done that with Hybird V-Twin, too. For example, this engine has a custom-designed prop made expressly for his Merlin.

Plenty of pilots at Midwest carefully examined Hybird V-Twin.

No, not Merlin Lite as debuted at Midwest 2020. That Part 103 entry uses the Polini Thor two stroke but for the larger sibling simply called Merlin, the more powerful, four-stroke entry is a perfect replacement for HKS.

“Aeromarine-LSA’s new Hybird V-Twin is a 60-horsepower, liquid-cooled, four-cycle, 800-CC, 80-degree Vee, fuel-injected, electronic engine, with electric start,” said Chip. “This engine incorporates state-of-the-art technology with decades of reliable history and thousands in service.”

“Our matching reduction drive, custom CAD-designed and matched propeller results in the perfect power system for the Merlin aircraft at an excellent price,” stated Chip.

He quoted an introductory price of $7,500 for Hybird used on Merlin, the somewhat bigger brother to Merlin Lite. Hybird for Merlin includes an engine mount, custom cowl for Merlin, the freshly-developed Aeromarine carbon propeller and spinner, radiator, and all fittings.

“There is no TBO (Time Between Overhaul),” Chip bragged! “Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine.” A run-out Hybird could still be overhauled, of course, but if that costs close to as much as a new engine, the decision to skip the overhaul time and expense sounds easy.

“We adapted a proven belt reduction drive to this engine and designed a custom engine mount, exhaust, and wiring harness,” Chip explained. “We even arranged with a PhD-qualified prop designer to create a custom carbon propeller made to match this engine’s torque and power curve.”

An Airplane Engine?

Although companies like Viking, Aeromomentum, Corvair, and AeroVee have converted automobile-based engines very successfully for aircraft, some pilots question if this type of conversion is satisfactory for airplane engines. It’s a reasonable concern for pilots accustomed to very reliable engines such as Rotax’s ubiquitous 9-series.

Engineering drawing showing installation of Hybird V-Twin on Aeromarine-LSA’s Merlin.

I see two aspects to this inquiry. The first is about dependability of the engine, specifically it is up to the task of operation the way most pilots will use it? The second refers to alternative ways to use the engine.

Regarding dependability… Hybird V-twin is what Chip describes as “red-neck proven.” Hundreds of thousands of this engine have been manufactured and put to the test in ATVs. “These four-wheel vehicles are run hard in extreme off-road conditions. They have proven themselves to be very durable and reliable,” Chip said. “Plus, this engine is very modern, with electronic ignition and fuel injection.” He added that V-Twin was expressly designed to be run at high power settings.

Regarding alternative uses… the Hybird hybrid is not merely using a gasoline engine to charge up a bank of batteries. Instead, Chip is springboarding from an earlier project between Rotax and Flight Design where a 912 was joined to an electric motor for takeoff boost or emergency power …although the older project was not intended for electric-only propulsion. Here is a similar but different project I wrote about in 2015.

An electric implementation of the Hybird V-Twin engine, reported by Ben Bosma in 2019.

As the nearby image shows, Chip is planning with colleagues to provide an electric motor for added power, with juice supplied by the engine rather than a series of heavy batteries. This is a most engaging idea. I was excited by the Rotax development but that got shelved.

One idea is that an electric motor, in combination with a minimum battery set could provide a short-term boost of power to get you to a landing site without combustion engine thrust. The same arrangement could add power to get you out of a short runway. Additional uses might be forged but simply these two make the idea interesting to me.

Hear directly from the developer, Chip Erwin, about his plans for Hybird V-Twin engine.

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A new engine was debuted at Midwest LSA Expo 2020 for light aircraft from Aeromarine-LSA. Paired as it is with a new engine-specific prop, this is a refreshing bit of news for ultralight enthusiasts and other single seat light aircraft lovers. It’s called Hybird… and, no, I did not spell that incorrectly. As you’ll hear, the new powerplant has some possibility to be a form of hybrid (this time spelled as you expect) but it is different in that respect, too. Since HKS decided to exit airplane engines — although our favorite datastician, Steve Beste reports he can still get parts for his HKS — the light aircraft industry has had an ear to the ground for a new four stroke replacement. It appears Chip Erwin has what many are seeking. HyBIRD, not Hybrid As those who know him realize, Chip does not just go out and find components for his airplanes and then adapt them to his designs.

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Did It Work? Midwest Light-Sport Expo 2020 — the Year’s Final Airshow

By Dan Johnson || September 17, 2020 10 Comments

Lots of doubters expressed their opinions in the weeks and days before Mt. Vernon’s 12th running of this sector-specific event. Did it work? Were the naysayers right or wrong?

I will express one person’s opinion but reflect a number of comments I heard: “Thank goodness for Mt. Vernon airport manager Chris Collins and his contingent of orange-shirted volunteers who hosted this event,” making it another success.

To me, “success” means no accidents (none happened) and a decent turn-out that got pilots in new aircraft and vendors the sales that sustain them (both happened).

Summarizing Midwest 2020

In a typical year, Midwest attracts 1,500 or more pilots for the three days of event. My casual estimate is that 2020 was at least as strong as before and perhaps it was even up a bit. No one knows more. Midwest does not charge a fee to enter and more than one entry gate would make any effort to count heads futile. So, admittedly, I am guessing but having been to 11 of the 12 events (I missed one due to a hurricane in Florida where I live), I think it was at least the same and possibly better than earlier years.

Aerosport’s Bushcat exhibit. Significantly revised yet still affordable. Photo by Randee Laskewitz.

That estimate is despite a crippled economy and a substantial share of the population that is so nervous about Covid that they will not venture out to an event like Midwest. Countering that were many who either braved the risk of exposure — while taking normal precautions, I hasten to add… I saw no one acting irresponsibly — or those who believe the country is emerging from isolation and fear.

Yet it wasn’t only attendees who could not or did not make the show. Six or seven committed vendors failed to appear. The reasons were varied.

Some were told by their home state authorities that if they left they might not be allowed back in the state (presumably without some caution like mandatory quarantine). While this may seem like government overreach to many, employees who would not be traveling also stated concerns about getting exposed by those who did travel. Hit with both worries, some companies backed out.

At least two vendors who wanted to attend could not get an FAA inspection in time. This was not them dragging their feet on the requirements; instead it is because FAA staffers are mostly hunkered down at home and agency personnel are not permitted to go out and do inspections. U.S. Customs inspectors were under similar constraints and so import processes have been greatly hampered.

At least two more companies experienced serious weather between home and the show although Midwest 2020 enjoyed nearly perfect conditions. Plenty of demo flights attest to this. Several vendors filled their demo schedules.

Add those vendors who had promised to attend to those that did and Midwest 2020 might have been a big year. Even without them, it was healthier than I first feared.

As the photos illustrate Midwest 2020 was a normal year even considering the drama this country has faced in recent months. However, one category of light aviation appears stronger than ever.

Part 103 and Single Seaters

If you’ve been following this website, you know I’ve already documented many examples of Part 103 ultralight aircraft (‘er, vehicles) doing better than I can remember for many years. Several producers of Part 103 flying machines are chock full of orders and seeking ways to deliver more without overburdening their enterprises. This is most encouraging to fans of affordable aviation.

We have also seen a growth in interest in single seat aircraft… (example: VX1 gyro) or maybe a better way to state it is: pilots see the economy of single seaters that are significantly more affordable than sophisticated LSA. However, this does not mean these are flimsy, throw-away aircraft.

Indeed, most producers today make highly airworthy aircraft that have enjoyed steady evolution and development that has made these entries very desirable. No longer are these the bare-bones, no-frills, underperforming aircraft of decades past.

Our biggest story of the year, by far (and we’ve had several good successes), featured the Aeromarine LSA Merlin Lite. This story positively electrified our readers and speaks to the emergence of Part 103 into a new league. This all-metal, fully-enclosed, full-featured Part 103 aircraft provided more interest at Midwest 2020.

Developer Chip Erwin brought not only his fascinating aircraft but six sets of bathroom scales. Although these are not certified scales — an effort with such scales will happen shortly when the aircraft is fully complete — we checked them for consistency and we used all six scales in rotating positions. Four complete weighings produced numbers from 271.6 to 274.1 pounds. Using the allowed calculation for a whole-airframe parachute system, a Part 103 can weigh 278 pounds, suggesting Merlin Lite should comfortably qualify. Of course, speeds will also have to conform but Chip is very confident about the airplane staying Part 103 compliant. The weighed aircraft was not a stripped-down version but had most of the equipment on board that everyone will want. I’ll make a video of these steps as soon as possible, given very strong interest.

The first attendance at Midwest by Tri-State Kites was a splash with seven different aircraft on display. This regional company, with several Part 103-capable Smithsilver aircraft, is likely to increase its footprint in American aviation.

We also saw Part 103 weight shift — Rev from Evolution Trikes (also having their best-year ever) — and powered parachutes from Infinity including their single place Challenger.

Among three-axis LSA, I was able to do interviews with Tom Gutmann, Jr., of Airtime Aviation about his reaction to the new F2 model from Flight Design. Tom is a pilot with extensive experience in all Flight Design models. Short answer: he loves the new model.

Direct Fly’s Alto returned to Midwest LSA Expo and will soon return to American skies.

I also interviewed Daniela Knoll of Aerosport about numerous changes to the affordably-priced Bushcat from SkyReach, available as a fully-built LSA or kit-built version — on tricycle or taildragger gear and with a float option.

Although a late arrival to this year’s event, I finally got a flight in the Vashon Ranger that has sold well since it was introduced just three years ago.

It was great to see the DirectFly Alto returning to America thanks to a display at Midwest 2020 (photo). We interviewed another operation making the CGS Hawk. Additionally, Airborne trikes made a return thanks to U.S. importer Mike Hudetz; it has been some time since we saw Mike and Airborne at Midwest LSA Expo.

I have more to report on all these aircraft; those articles and videos will follow in the weeks ahead.

Road Trip Experience

I have always flown to Midwest, either in an LSA or by airline. This year my wife, Randee, and I chose to drive, given numerous travel uncertainties. It allowed us to change plans right up until departure time.

This method also made for an intriguing study in how America is coping with Covid. Near the freeways, at gas stops or hotels where tourists and travelers were present, masking was nearly universal. Few appeared to ignore store signs demanding a face covering.

However, instead of racing up to Mt. Vernon, Illinois, we chose to wander through small towns along the way, for example, taking a tour of the Muscle Shoals, Alabama recording studio that produced dozens of Platinum Records such as Wilson Picket’s “Mustang Sally” and hosted music stars from The Rolling Stones to The Allman Brothers to Aretha Franklin.

A Tale of Two Countries… as soon as we got a few miles away from the tourist-oriented freeway stops, almost no one wore a mask. Unlike the strangers on the freeway, these people largely know each other. Before someone criticizes, I’m not saying they ignored caution but relied on common sense rules rather than political dictates. You may have a different opinion.

Next Up: 2021 Shows

Dan poses with fellow journalist Tim Kern of 121five.com as we covered the Midwest LSA Expo 2020. Photo by Randee Laskewitz.

Next up is the DeLand Showcase, now happening January 28-29-30, 2021. After that, we hope we can return to a full schedule. We plan to attend them all and hope you can, too. Meanwhile, keep returning here for the latest and greatest.

Finally, let me offer a personal word of thanks for your faithful visits to this website. Even with the weirdness around the world, 2020 is a record year for ByDanJohnson.com — and September, barely past the half way point, is already our most-visited month ever! I appreciate your loyalty and will do my best to keep you informed and smiling.

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Lots of doubters expressed their opinions in the weeks and days before Mt. Vernon’s 12th running of this sector-specific event. Did it work? Were the naysayers right or wrong? I will express one person’s opinion but reflect a number of comments I heard: “Thank goodness for Mt. Vernon airport manager Chris Collins and his contingent of orange-shirted volunteers who hosted this event,” making it another success. To me, “success” means no accidents (none happened) and a decent turn-out that got pilots in new aircraft and vendors the sales that sustain them (both happened). Summarizing Midwest 2020 In a typical year, Midwest attracts 1,500 or more pilots for the three days of event. My casual estimate is that 2020 was at least as strong as before and perhaps it was even up a bit. No one knows more. Midwest does not charge a fee to enter and more than one entry gate would make any effort to count heads futile.

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No Detail Overlooked — Beautifully Machined Gyroplane from Gyro Technic of Minnesota

By Dan Johnson || September 14, 2020 4 Comments

On the last day of the last airshow of the year — unbelievable as that sounds — I examined a superbly-finished gyroplane that Powered Sport Flying‘s Vickie Betts saw at the Mentone PRA fly-in earlier this year. She was impressed. She was not alone.

Another designer of very striking hardware is Larry Mednick of Evolution Trikes. (An interview with him revealed that in this very strange year, his company is having their best year ever.)

Larry encouraged me to go check out Gyro Technic as he enthusiastically described parts and components on the gyroplane that he found “exceptional.” If the guy behind the elegant Revo weight shift trike thinks an airplane from a competitor is worth a look, I was certainly going to take his advice.

He was correct. The components of this gyro are highly CAD engineered but also exhibit an artistic flare.

Gyro Technic’s VX1

“Artistic?” Yes, sir! Look closely at black VX1 or blue VX2 and its aluminum parts.

With an active business doing robotics and custom automation, VX1 designer and company boss, Denis Shoemaker is attuned to a fine grade of finish quality. He explained that he anodized the parts seen in the photos but then returned the parts to the shop to machine chamfer edges to give them a gleam that contrasted beautifully with the blue or black anodizing.

“Yeah, it really pops, doesn’t it,” agreed Denis when I admired the look.

We spent some time talking in a video interview (to follow) about the close proximity of the tailplane and how VX1 differs from most modern gyroplanes.

Denis observed that most modern gyroplanes use an extended tail with multiple vertical surfaces. How can his design function with a much different design?

It has to do with the pod or cabin that most modern gyroplanes use. VX1 is an open cockpit design. All that fuselage area forward of CG needs more tail in the rear to offset the aerodynamic effects. Since VX1 has a fully open cockpit, it does not need the same tail displacement.

Clearly, Gyro Technic’s VX1 is no mere copy of some other gyro.

In addition to making all their own parts (check this page for a visual treat of finely-machined components), the southern Minnesota producer also makes their own rotor blades, branded as “Razor Blades.” It is not common for a gyroplane carriage producer to make their own rotor blades similar to weight shift carriage builders buying wings from a company that specializes in such work. With few exceptions, nearly all of VX1 is fabricated in house; this includes the rotor blades.

I asked about rotor blades that also looked different from those on many gyroplanes — most use a wider chord than Razor Blades. Because most designs are two seaters where VX1 is single place, Denis’ aircraft doesn’t have to carry as much load and is a much leaner construction.

Flying VX1

Denis wrote, “[When] using a Rotax 582, [VX1] will burn about 6 gallons per hour — thirsty little buggers!” He explains what gyro enthusiasts know, “Gyros move air upward through a rotor disk with a positive angle of attack and are therefore ‘plowing’ through the air.”

“A comfortable cruise speed is about 60 mph. Full fuel tanks (7.5 gallons) will then give you a range of 50+ miles with a safe fuel reserve.

“This would be a straight-line course to your destination. In reality though, you will be having too much fun, and your flight path will not be a straight line, but rather resembling something closer to a bowl of spaghetti!”

Ha! Good description of the flight path of a pilot just enjoying the experience and not intent on getting from here to a destination as the only reason to fly. Visibility from a gyro like VX1 is about as open as it gets.

At Midwest LSA Expo 2020, Denis displayed the first VX2 (seen in blue), so designated because it uses the Rotax 912 engine. Since all Gyro Technic’s aircraft today are single seaters — a two seater is in the concept phase at this time — one of these light aircraft powered by a Rotax 912 should perform awesomely.

Kits for the Rotax 582 model start at $23,850, which seems like a fair price for a finely-achieved aircraft. Their website shows kits ready for delivery. Contact Gyro Technic for more price details and exact delivery details.

Look for a complete video interview with Denis on Videoman Dave’s Ultralight News YouTube channel.

An interview with Denis Shoemaker will air as soon as editing is complete. The Tiny Tug is a real tug but one he rides, steering it electrically with controls mounted inside the roof of the tug.

Denis explains his approach with VX1’s cruciform tailplane that differs noticeably from most modern gyroplanes. Since his gyro has no forward fuselage, it does not require the same tail. His tall vertical absorbs slipstream in such a way to counteract any yawing effect.

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On the last day of the last airshow of the year — unbelievable as that sounds — I examined a superbly-finished gyroplane that Powered Sport Flying‘s Vickie Betts saw at the Mentone PRA fly-in earlier this year. She was impressed. She was not alone. Another designer of very striking hardware is Larry Mednick of Evolution Trikes. (An interview with him revealed that in this very strange year, his company is having their best year ever.) Larry encouraged me to go check out Gyro Technic as he enthusiastically described parts and components on the gyroplane that he found “exceptional.” If the guy behind the elegant Revo weight shift trike thinks an airplane from a competitor is worth a look, I was certainly going to take his advice. He was correct. The components of this gyro are highly CAD engineered but also exhibit an artistic flare.

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Tri-State Kites — Midwestern America Developer of the Smithsilver Ultralight Aircraft

By Dan Johnson || September 12, 2020 4 Comments

This story isn’t about that famous brand.

To most who glance at the nearby photos your first instinct is see a Quicksilver. A closer inspection shows otherwise. I spoke with leaders of Tri-State Kites — Andy Alldredge and Tom Smith, representing the second generation of Mark Smith’s operation. Mark Smith passed away in 2015.

Legendary Tri-State Kites*

To a large network headquartered in Mt. Vernon, Indiana, Mark Smith is something of a legend. Known for continually improving his airplanes, he was always inventing and innovating.

One proof among many, Mark Smith created an aftermarket steerable nose wheel system for Quicksilver aircraft before the factory developed their own. Multiple component changes purported to improve handling, performance, and durability.

Tri-State Kites’ selling of Quicksilver brand aircraft went on for many years; Mark was once one of Quicksilver Aircraft’s top dealers. Throughout, he was improving, tweaking.

Perhaps it was inevitable that this would evolve into the manufacture of whole Quicksilver-like airplanes built of the numerous changes Mark had engineered over the years.

Smith wrote, “There were nearly 10,000 MX [Quicksilver models] sold over the years, with most of the models sharing many of the design features of the MX. There are many changes that make the plane fly better, handle better, steer better, handle wind and gusts better, and so on.”

Directly from their matter-of-fact website, “Modifications to this sturdily-built ultralight abound (they refer to those thousands of Quicksilvers sold). Most are not terribly expensive and create a much more flyable plane. Recommended changes would be lower tail tubes and the tapered stabilizer. They also sell dihedral-reducing cablesets for wire-braced Quicksilvers; earlier models used a large amount of dihedral to enhance the rudder-and-elevator-only controls. Tri-State Kites said, “These install without major modifications.”

Those parts are but a few of many alterations the Mark Smith enterprise has created over many years of serving the Quicksilver market. Created to make the airplanes fly faster, handle better and last longer, they also streamline the aircraft, give it distinctive looks, and enhance strength in ways big and small.

Today Tri-State Kites is actively building and selling entire aircraft. Call them a “Quick” or a “Smithsilver” — this is now its own brand of aircraft. Some are Part 103 eligible. Andy assured me single seat models can qualify.

Tri-State Kites reported a active and complete business with sales, training, and maintenance. They even offer on on-site “hotel” for customers to use. Contact Andy Alldredge by email or email Tom Smith.

They Do It All

Except for engine, tires, wheels, and brakes, Tri-State makes every component that goes on the Smithsilvers. They even sew their own wing coverings, assembled from sturdy Dacron sailcloth. Sewing of wings (or sails) is a specialized craft. I have experience with hang glider wings (more complex than you think) and I was quite impressed with the detail and precision shown on their wings displayed at Midwest LSA Expo 2020.

I did interviews with Andy Alldredge about Tri-States’ business and his Falcon 503 project plus Tom Smith. Look for them later this year.

* Why “Kites” in Tri-State Kites?

When hang gliders were a lot simpler than today’s sophisticated models, they were often called “kites,” a term that followed even earlier boat-towed rigs that literally had to be tethered like a kite to stay aloft. Even the earliest hang gliders were more than mere kites but the name was quick and easy, and it stuck. Mark Smith started in this business so long ago that “Kites” still worked as a snappy reference, even if it may sound odd for an airplane company in the age of LSA.

For an interesting view of the early days of ultralight aircraft in the USA, read Tri-State Kites’ website. It’s full of folksy tales such that even though Mark Smith is no longer with us, you get a sense of the man from reading his words.

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If you know light, recreational aviation, you simply must know the Quicksilver brand. The Southern California company made a fantastic splash in the early 1980s, outselling in one year more total units than Cessna, Piper, and Beech combined! I’m guessing a good percentage of readers have taken a flight in one of their models. More than 15,000 were sold. They are still available and Air-Tech Inc offers full support plus new kits. This story isn’t about that famous brand. To most who glance at the nearby photos your first instinct is see a Quicksilver. A closer inspection shows otherwise. I spoke with leaders of Tri-State Kites — Andy Alldredge and Tom Smith, representing the second generation of Mark Smith’s operation. Mark Smith passed away in 2015. Legendary Tri-State Kites* To a large network headquartered in Mt. Vernon, Indiana, Mark Smith is something of a legend. Known for continually improving his airplanes, he was always inventing and innovating.

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Midwest 2020 Open — What Caught My Eye on Day 1: Hawk Tundra from CGS

By Dan Johnson || September 11, 2020 8 Comments

I saw a lot of smiles at Midwest LSA Expo 2020. A common phrase was, “This is the biggest” — by which they meant only* — “airshow of the year. It’s even bigger than Oshkosh 2020.”

As I’ve often repeated, Midwest has been social distancing since long before you heard of that phrase. I believe it to be a reasonably safe environment. However, a warning for those concerned about exposure: some hand shaking occurred (between consenting parties) and not everyone wore masks outside as they viewed the aircraft on display.

I heard of two companies and one group specifically prevented from attending due to government mandates and other concerns at home.

Similarly, my video-creating colleague, Videoman Dave, a Canadian national, was forbidden by U.S. border authorities from attending. His aviation business, which feeds his family, was judged non-essential.

Longtime journalist Tim Kern — of 121five.com, an aviation news outlet — investigated why Rans Aircraft was unable to attend. He reported calling several government agencies in Kansas to inquire about rules and found it challenging to get through to anyone or to get a straight response from those he was able to reach. Clearly, actions to prevent Covid from spreading are variable, not firmly established. Still, the show went on as planned… and I’m glad I came.

Hawk Family Expands

Unless you’ve been off-planet for the last few decades, you should know CGS Hawk. With more than 2,500 aircraft flying, this simple yet highly effective design ranks as one of aviation’s true success stories. The initials CGS date back into the 1970s when Chuck Slusarczyk — later, the designer of Hawk and its several variations — manufactured hang gliders under the business name, Chuck’s Glider Supplies, later shortened to CGS.

At Midwest 2020, I interviewed Joseph Shirley, boss of Hawk Manufacturing, the newest member of the Hawk-building family. Joseph runs an active prototyping and machining operation in southwest Ohio, but he is working closely with the man most associate with the Hawk brand these days, Terry Short.

The video below identifies another father and son team, which bought rights to build the single place Hawk 103 and Hawk Ultra. Terry will continue with the two place Hawks and the Hawk Special LSA.

Now comes Joseph, who went for a week visit to learn from Terry and reported staying a month. He will assist Terry in building airplane. He said that Terry will continue building the primary elements but he will fill an increasing role in keeping this very popular airplane in the sky.

Joseph reported that his team has transferred all drawings, including some engineering drawings and other simple hand drawings from the old days, turning them into SolidWorks CAD drawings. This will help assure a higher state of quality to all parts and components but it also helps kit builders by providing major improvements to the build manual, a task most talented designers find to be one of the hardest parts of creating a kit aircraft.

Chuck Slusarczyk and I share a history in hang gliding days, back when we were both young and handsome. Regretfully, Chuck is in failing health these days but I believe he would be proud how well his design continues to do and he’d be impressed with how far people like Terry and Joseph have taken his once-modest but always-beloved Hawk.

Watch for more on Joseph Shirley’s operation in an upcoming video.

Hawk Tundra

I never thought of Hawk as a bush aircraft. It’s history as a simple ultralight from the early 1980s suggested it was a more fair weather flyer …not that there’s anything wrong with that, of course.

The Hawk being created why Joseph and his troops gave a completely different vibe. If it was flying, I would have been sorely tempted to take this beefy-looking aircraft out to a creek bed to see how it handles an unimproved surface. Given its modest flight handling qualities, sturdy and proven construction, and its slow speed capabilities, I’m guessing Hawk Tundra would do especially well.

Technical Specifications for Hawk Arrow II:

Empty Weight — 550 pounds
Gross Weight — 1,100 pounds
Wing Span — 31 feet 6 inches
Wing Area — 147 square feet
Engine Size — 65-80 horsepower
Rate of Climb — 600-1200 feet per minute
Cruise Speed — 55-80 mph / 48-70 knots
Stall Speed — 35-40 mph / 30-35 knots
Never-Exceed Speed — 110 mph / 96 knots
Assembly Time for First time Builder — about 300 hrs

* Those with good memories may recall that several years ago, back in February 2020, the Copperstate/Buckeye Fly-in and Air Fair happened, but that was before Covid slammed into everyone’s lives so most can be forgiven for forgetting that we did have another airshow in 2020 …but it was the year’s only other one of any size.

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I saw a lot of smiles at Midwest LSA Expo 2020. A common phrase was, “This is the biggest” — by which they meant only* — “airshow of the year. It’s even bigger than Oshkosh 2020.” As I’ve often repeated, Midwest has been social distancing since long before you heard of that phrase. I believe it to be a reasonably safe environment. However, a warning for those concerned about exposure: some hand shaking occurred (between consenting parties) and not everyone wore masks outside as they viewed the aircraft on display. I heard of two companies and one group specifically prevented from attending due to government mandates and other concerns at home. Similarly, my video-creating colleague, Videoman Dave, a Canadian national, was forbidden by U.S. border authorities from attending. His aviation business, which feeds his family, was judged non-essential. Longtime journalist Tim Kern — of 121five.com, an aviation news outlet — investigated why Rans Aircraft was unable to attend.

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Merlin Lite… New, All-Metal, Fully-Enclosed, “Deluxe” Part 103 Ultralight

By Dan Johnson || September 8, 2020 48 Comments

Are you looking for an affordably-priced airplane? On this website, you can find many choices of aircraft that qualify, with something to fit the budget of almost any pilot.

Using the Search bar at the top of the page, you can look for any text anywhere on this website. Have you tried it? More on this below…*

In this article, let me introduce a new aircraft to you …and, no, this is not Merlin PSA.

Merlin Lite Delight

Among affordable aircraft, Part 103 ultralights have a solid position, both as fixed wing aircraft or alternatives like weight shift, powered parachutes, and gyroplanes.

However, such “alternative aircraft” may not be what you had in mind. Many are open cockpit and pilots trained in a Cessna or Piper can feel uneasy being out in the open (even if behind a pod and windscreen). Also, weight shift trikes, powered parachutes, or gyroplanes handle differently from stick (or yoke) and rudder.

Other pilots may want an aircraft that can cope with the elements better. Metal can offer better endurance. Aeromarine LSA boss Chip Erwin is offering a full enclosure on his newest and Merlin Lite can make Part 103 numbers, if you use an emergency airframe parachute and make other appropriate equipment choices.

Chip believes his new Part 103 “magic” ultralight is truly revolutionary.

“This is not your 1980s ultralight,” claimed designer Chip. “I know, I was there. Our new Merlin Lite has real aircraft features and appeal: seven windows, a cockpit door, decent baggage capacity and space, an instrument panel with an EFIS and GPS. And the list goes on.”

Merlin Lite is available with either tricycle gear or taildragger, Chip reported, and features all-aluminum construction, dual independent hydraulic brakes, tundra tires, five-position flaps, pushrod controls with bearings, and substantial aft cabin area with the CG envelope to use it. “Deep deploying 50-degree Fowler flaps and tundra tires with independent dual brakes make the Merlin Lite an ultralight bush plane,” he added.

“Based on Merlin PSA, a popular single seat personal sport aircraft that costs less than $40,000 and cruises at 120 mph, Merlin Lite’s cockpit is almost as large as the Merlin’s, but the powerplant is scaled down and the 3-D tapered wing aspect ratio is increased,” said Chip.

Merlin Lite is available completed and ready to fly away, or can also be built as an Experimental and flown with a Sport Pilot ticket, or even a glider certificate, flying Merlin Lite as a motorglider.

“Its cantilevered high wing means no lift strut,” explained Chip, “making Merlin Lite quite easy to get in and out, a feature with increasing importance. Plus, the large baggage area can carry a full-size airline roll-on bag, camping gear, or even your favorite pet.”

Observe brake lever (dual) on the front side of the joystick. You can use both at once or operate differentially.

In addition to the enclosed cockpit with a proper door, air vents, and multiple windows, other “magic” features included in this true Part 103 ultralight are electric trim, an EFIS with artificial horizon and GPS, a dual-ignition, liquid-cooled, and electric-start engine with an EMS. The 12VDC system also includes a USB charger outlet for a phone or iPad. Options include cabin heat and defroster, Temperfoam seats, and long range fuel tanks (when building an Experimental Amateur Built version).

“We are offering an introductory price of $35,500 for a ready-to-fly Merlin Lite that includes a BRS-500 emergency airframe parachute system. The order book is now open and current waiting time (depending on configuration and options) is five months.

When configured as an ultralight, Merlin Lite meets the FAA’s Part 103 rules, which means no license, medical, registration or certification is required.

The first public display will be at the Midwest Light Aircraft Expo in Mt. Vernon, Illinois beginning September 10, 2020. For further information Aeromarine LSA or e-mail Chip.

Is Merlin Lite
Affordable for You?

Merlin Lite finished and ready-to-fly — $31,000 equipped with electric-starting Polini 250DS two-stroke engine, carbon propeller, tundra tires, airspeed indicator, electric trim, hydraulic brakes, 12-volt power supply, engine instruments, fuel gauge, air vents, EarthX lightweight battery, and 4.15-gallon wing tank that “still gives 3.5 hours endurance, “ said Chip.

To qualify for Part 103 a BRS-500 is required (FAA allows additional weight when so equipped), priced at $4,500

If you don’t care about Part 103 privileges and want some options, here is what is available:

3.125-inch EFIS with GPS — $950
Second wing tank — $600
Painting — $2,500
Cabin heat and defroster — $450
Temperform seats — $350
Tricycle gear — No additional charge
Speed wing — No additional charge
Freight to USA — $2,000
Packing / crating — $500

If you want to save modestly and come to know your airplane more intimately, you can build it. Chip stated that Merlin Lite’s airframe is “100% finished. A builder only need do the engine and panel.”

Merlin Lite Quick-Build EAB airframe kit — $22,000
Polini 250DS engine and firewall-forward package — $7,000
Freight to USA — $2,000
Packing / crating — $500

Add it all up and you get a ready-to-fly price of $38,000 in the USA. Paint it and load it with options and the price may be about $42,000. Or choose a kit and save $31,500 base price or $36,000 with BRS parachute.

* More About Search

To find truly affordable aircraft, for one example, search for “vintage ultralights” you will be lead to our April 2020 series on ten super-affordable airplanes, all of which are available second hand for less than $10,000. You may not know that Search can be more specific. After you use Search, a page shows you whatever is found but you can drill down further — click “Try our advanced search option.”

After your initial search, you will see, “Not finding exactly what you expected? Try our advanced search option.” Click on the “Try our advanced search option” link and you can narrow the search to: 1️⃣ specific brands of aircraft manufacturers, 2️⃣ specific aircraft models, or 3️⃣ FI.R.M. List companies, meaning products and services that do not make airframes or engines. This Advanced Search is quite powerful to sift through more than two million words or hundreds of different aircraft reported on ByDanJohnson.com.

See Merlin Lite for the first time anywhere at Midwest LSA Expo 2020 in just a few days. Until then (or for those who cannot attend), here’s a video review of the Merlin PSA.

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Are you looking for an affordably-priced airplane? On this website, you can find many choices of aircraft that qualify, with something to fit the budget of almost any pilot. Using the Search bar at the top of the page, you can look for any text anywhere on this website. Have you tried it? More on this below…* In this article, let me introduce a new aircraft to you …and, no, this is not Merlin PSA. Merlin Lite Delight Among affordable aircraft, Part 103 ultralights have a solid position, both as fixed wing aircraft or alternatives like weight shift, powered parachutes, and gyroplanes. However, such “alternative aircraft” may not be what you had in mind. Many are open cockpit and pilots trained in a Cessna or Piper can feel uneasy being out in the open (even if behind a pod and windscreen). Also, weight shift trikes, powered parachutes, or gyroplanes handle differently from stick (or yoke) and rudder.

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Midwest Light-Sport Aircraft Expo — What to See at 2020’s Last Airshow

By Dan Johnson || September 5, 2020 4 Comments

I hope you can attend 2020’s Midwest LSA Expo — the last airshow in 2020. If you cannot attend, rest assured your trusty reporter will be onsite and gathering all the info on the coolest aircraft I can find.

What will be available? Well, if I am honest, we will have to see when we arrive to be certain. In these virus-impacted times, things have a lousy way of changing at the last minute, however…

Those who attend should see a few aircraft that few Americans have seen before. Here’s a quick take, not forgetting the statement about how arrivals can be altered beyond the wishes of any particular vendor.

Rare and/or New Aircraft

MC-01 by Montaer — We almost didn’t see it. Insurance has been getting harder to find and more costly. That’s true for all aircraft but the situation is especially challenging for a new design (even if it significantly resembles an earlier design). However, Gregg Ellsworth and AIR (Aviation Insurance Resources) came to the rescue so now importer Ed Ricks of Montaer USA has a good chance to get this all-new design to Midwest 2020.

When you look at the image of MC-01, some of us see the Paradise P1NG. No surprise, as the designer once worked with Paradise. While the new model bears a close resemblance to the earlier SLSA, that one has largely disappeared from the U.S. market, so Montaer is filling a void. Paradise, and now Montaer, have long offered a yoke control with a voluminous three-door cabin. It makes people think Cessna 150 but larger (and it performs substantially better). The first U.S. delivery will also have hand controls, a choice available to offer assistance to some pilots.

Merlin Lite by Aeromarine LSA — If you know Merlin, you should be asking, “…Lite?” Wasn’t it already light? Ah, that is Merlin PSA. This is Merlin Lite …and yes, it is lighter, if you can believe that. Proprietor Chip Erwin of Aeromarine LSA is one of those can’t-sit-still people and he’s taking his early success with Merlin PSA even further with a lighter-yet, lower-cost-yet model powered by the Polini Thor engine that tens of thousands of powered paragliders use. The good news is you don’t have to run this one off the ground.

I’ll have more on this, possibly before Midwest 2020 because this model is literally hot off the factory floor. Put this in perspective. Merlin PSA, also a single seater, is an all-metal, fully enclosed, well-equipped aircraft that you can assemble for around $35,000. Options and choice of engine can increase the base but it is easily one of the great bargains in aviation. A 60-horsepower four-stroke V-Twin engine will make the “bigger” Merlin soar into the sky, but just for fun, come see Merlin Lite at Midwest 2020.

SmithSilver by Tri-State Kite — Owner Mark Smith‘s enterprise is “the nation’s leading source of quality aftermarket parts for the complete line of the Quicksilver ultralight aircraft, and has been in business more than 33 years” he expressed. Mark has become a guru of the Quicksilver type, has made numerous components for them, and will have something called SmithSilver at Midwest 2020. I’m as curious as you and look forward to checking it out.

BTW, are you puzzled by Mark’s business name …specifically “Kites?” When hang gliders were a lot simpler than today’s sophisticated models, they were often called “kites,” a term that followed even earlier boat-towed rigs that literally had to be tethered like a kite. Even the first hang gliders were more than a mere kite but the name was quick and easy, and it stuck. Mark’s time in the business goes back far enough that his business name could reflect that …even if today it sounds a bit odd for an aircraft company.

Read for yourself Mark Smith’s history of design ideas for the Quicksilver aircraft.

Sparrow by Carlson — This oldie but goodie has not been seen for some time but thanks to the people behind the MiniMax series of affordable aircraft, the Sparrow is returning to the market. Lots of readers remember this once-popular model. Following the death of Ernie Carlson a few years back, the brand fell out of sight for most buyers even though Ernie’s wife, Mary, kept the business running.

F2 by Flight Design — I have reported this impressive new top-end Special LSA before but for most Americans, this will be their first viewing. I saw it in Aero 2019 but it had not flown then. It’s all wrung out and approved now and I look forward to a flight in the bigger, better model.

After Midwest 2020, F2 will go home with Tom and Tom Gutmann of Airtime Aviation, the world’s largest dealer/distributor for Flight Design aircraft. As winter follows in a few months, Airtime’s base in Oklahoma makes sense versus Flight Design USA in Connecticut. This is the first F2 in America so they’re sharing the treasure.

Vashon Ranger — While it’s not brand new, Ranger R7 is new enough that many LSA enthusiasts have yet to see one and Vashon Aircraft has never displayed at Midwest before. The brand has done respectably well as our industry reports, as seen on Tableau Public, demonstrate.

After their first deliveries in 2017, Washington-based Vashon has grown rapidly, thanks to a familiar construction at a good price (starts just below $100,000 fully built and reasonably well equipped). Through the first half of 2020, the company had already almost matched all of 2019, so despite the virus, more Rangers are taking to the sky. You should check this one out in person, but I’ll be angling for a flight in the new design so we expect to report more and capture video.

SD-1 (kit) By SD Planes —Readers of this website like affordable aircraft and the SD Planes single place kit is surely a great value in light aircraft. Construction is significantly wood. If you don’t already know, building from wood is achievable by most, much less challenging that kits that involve welding or composite work.

If you simply can’t see yourself building a single seater — no matter how much fun it might be — U.S. rep John Vining has the SD-2 Sportmaster. Both share the same ease of construction.

VL3 by JMB Aircraft — This spring, we had a contest going on between three speedy European aircraft: Sweden’s striking Blackwing, Switzerland’s super-sleek Risen, and JMB Aircraft‘s VL3. Of these, only one will be at Midwest 2020: VL3.

You already know this airplane under the marketing name Gobosh. It was sold as a fixed gear, fixed pitch prop Special LSA. In Europe, where no speed limit applies to what they then and still call “microlights” or European ultralights, companies like those mentioned above seek the highest speed they can achieve. All use the Rotax engine, so it becomes about airframe smoothness, wing efficiency, and getting as lean as possible, hence retractable gear.

For now in the U.S., such aircraft must be built as kits but in 2023, such models will become LSA (or maybe Light Personal Aircraft, depending on what FAA eventually decides about a possible new category).

Fusion 212 by Magnus — Did you wonder if this handsome aircraft disappeared? That’s understandable because we haven’t seen it for a short time (and, of course, not this unusual year).

This list is not inclusive of all players but you can check the Midwest 2020 program to see all expected exhibitors.

Who Won’t Be Present?

I understand a few cannot be present and while I certainly respect their decision not to take chances, well… darn it! I’ll miss these folks.

Rob Rollison the proprietor of the very successful Aerotrek line has elected not to go. He cited concerns about the virus and how that can affect a show that is already modestly attended. Such things matter to vendors swayed by high traffic at shows like Sun ‘n Fun or Oshkosh, but an individual pilot actually benefits from a smaller number of attendees.

Although the company appears on the site layout, apparently Rans has elected not to attend after many years of doing so. This is just that kind of year, I guess.

Two other aircraft are not quite ready yet. These include two entries from Deon Lombard‘s Aeropilot USA distributorship. He is expecting the first M-8 Eagle, rebadged as L600 Eagle to provide continuity for the earlier Aeropilot Legend/L600 Deon formerly represented (he still owns the dealership for several more months but will then switch to the L600 Eagle; I will report more on that later). In addition, Deon is bringing in from South Africa the sleek composite RV-like Whisper kit-built aircraft. Perhaps at DeLand in January or certainly by Sun ‘n Fun 2021, both aircraft should be available for your inspection.

However, while we regret missing a couple regulars, I’m pleased those who show should (fingers crossed) have plenty to look at and I expect to make several reports from the event — the last of the year since DeLand Showcase has pushed into 2021 (January 28-29-30).

Travel safely and I hope to see you in Mt. Vernon!

To help you psych’ up for Midwest 2020, here’s a few videos assembled by Videoman Dave. He’s putting up lots before this event — go to his YouTube channel to see many more.

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I hope you can attend 2020’s Midwest LSA Expo — the last airshow in 2020. If you cannot attend, rest assured your trusty reporter will be onsite and gathering all the info on the coolest aircraft I can find. What will be available? Well, if I am honest, we will have to see when we arrive to be certain. In these virus-impacted times, things have a lousy way of changing at the last minute, however… Those who attend should see a few aircraft that few Americans have seen before. Here’s a quick take, not forgetting the statement about how arrivals can be altered beyond the wishes of any particular vendor. Rare and/or New Aircraft MC-01 by Montaer — We almost didn’t see it. Insurance has been getting harder to find and more costly. That’s true for all aircraft but the situation is especially challenging for a new design (even if it significantly resembles an earlier design).

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SHOWTIME! — Airshows in 2021 Return Hope to the New Year (+ 3 Videos)

By Dan Johnson || September 1, 2020 Leave a Comment

OK, let me admit right up front that I am something of an “airshow junkie.” I just gotta go.

Some of you may feel the same, I suspect. I don’t suggest you need to go to them all, but if people who do what I do don’t have airshows to attend, you get less cool news about great aircraft and flight gear.

That said, I’ve been able to keep a good flow of recreational aviation news that you readers find interesting. April 2020 set an all-time record. That was eclipsed in July 2020 and August kept the growth going to another record. While pleased about the increasing number of visitors — and while everyone being isolated probably drove more pilots to this website — it nonetheless illustrates the value of journalists attending shows and bringing you the latest and greatest.

Welcome 2021!

Given my obsession with airshows (that hopefully delivers to you the aircraft news and video you seek), it is a great pleasure to announce two new dates.

I think these shows setting dates in the new year is a great and wonderful thing.

First up is the recently-rescheduled Deland Showcase. The dates were announced today as January 28-29-30, 2021.

After a decision by the city leaders of DeLand, the show that has run the last four years in November, lead organizer Jana Filip said, “We wanted to look at late January for a new show date, but had to be sure that we were reasonably free of conflicts, could still field the necessary resources, and have a weather prognosis to support the event.”

“We are now happy to confirm January 28-30, 2021 as the new event date for the fifth annual DeLand Sport Aviation Showcase,” Jana added. Most readers will recall the 15-year-old Sebring Expo used similar January dates. That event ended after the 2019 finale.

Earlier Jana and her team had reported good interest and I’m betting that even more vendors will be ready for an event come a fresh new year.

Next up — The Aero Friedrichshafen show, which I consider Europe’s best show by far, has new dates. This revelation beings a great, enormous sigh of relief from this airshow junkie. Lead organizer Roland Bosch sent a message via LinkedIn saying they had changed dates so Aero does not overlap with Sun ‘n Fun. Wait! …new dates?

Yes, after having to cancel Aero 2020 and planning for similar dates in 2021, Roland wrote, “Hopefully, we’ll find in the future a date later in the year so we can avoid an overlapping with S+F. But it’s not so easy. Grrrhhhh!”

I resigned myself to a year like 2020 when I would have done all I could for a few early days at Sun ‘n Fun and then dash off to Germany to attend Aero for a few days, missing portions of each. Better than going absent at one of the events, splitting my time is far from optimal plus it’s quite a workout.

Good news, though! Recently Roland sent another message. “Bad times. Nearly all shows are canceled [in 2020] because of the damn pandemic. Let’s hope for [better things in] 2021.” Then he added, “You know we moved to avoid overlapping with S+F. Stay healthy!” Wait! …new dates?

Yes, the new Aero dates are April 21-24, 2021. Whew! With Sun ‘n Fun slated for April 13-18, 2021, that gives a couple days of breathing room between these two important events …time to pack new clothes, clean photos off my devices, and repack for Europe. What a relief!

I am so excited and pleased, I almost don’t know what to say, except… “Thank you, thank you, thank you, Roland and team.”

This change assures the month of April 2021 may set an even higher record of visitors and I will be furiously gathering news and video for many stories from these two events. Especially after the dry desert of 2020, my expectation is that both Sun ‘n Fun and Aero will be enthusiastically welcomed and that aircraft developers will be out in force with their newest and coolest flying machines.

Then, In Days…
Midwest LSA Expo!

While I’m ecstatic about the Sun ‘n Fun and Aero 2021 timing, in only a few more days, I leave for Mt. Vernon, Illinois, home to the Midwest LSA Expo. I’ve been hearing from quite a few folks, including some genuine surprises, and hope for a great event run by the affable and effective Chris Collins and his team.

I hope you are going, too, but I will definitely be onsite to capture the light recreational aircraft news.

HURRAY!

Here are three videos from earlier shows as a preview of what we’ll gather at Midwest 2020:

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OK, let me admit right up front that I am something of an “airshow junkie.” I just gotta go. Some of you may feel the same, I suspect. I don’t suggest you need to go to them all, but if people who do what I do don’t have airshows to attend, you get less cool news about great aircraft and flight gear. That said, I’ve been able to keep a good flow of recreational aviation news that you readers find interesting. April 2020 set an all-time record. That was eclipsed in July 2020 and August kept the growth going to another record. While pleased about the increasing number of visitors — and while everyone being isolated probably drove more pilots to this website — it nonetheless illustrates the value of journalists attending shows and bringing you the latest and greatest. Welcome 2021! Given my obsession with airshows (that hopefully delivers to you the aircraft news and video you seek), it is a great pleasure to announce two new dates.

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Texas Aircraft and the Colt — Expanding the Light-Sport Aircraft in Several Directions

By Dan Johnson || August 30, 2020 2 Comments

Lead by the energetic and ambitious Matheus Grande, Texas Aircraft is moving on several fronts. Here is some update on the Colt builder based in Hondo, Texas.

Garmin IFR Colt

“Wait,” I hear some of you exclaim! “A Light-Sport Aircraft cannot be used for flying with reference only to instruments.” Wrong!

Rather than repeat what I have already written several times, I invite you to explore this article which makes an attempt to explain the situation surrounding IFR or IMC, that is, flight in actual instrument conditions; different from filing to fly in the IFR system for training or other reasons.

Certainly, most readers will see the value in a new, modern, fuel efficient, comfortable, and marvelously-equipped Light-Sport Aircraft versus a 30-50 year-old Cessna 172 or other legacy general aviation aircraft. One has the gear a student may one day find in an airliner he or she flies. The other has older, analog gauges that are disappearing from modern aircraft. In fact, most LSA have zero round dials in them. That’s the way it will be going forward.

Texas Aircraft announced, “The addition of the Garmin G3X flight display and GTN 650 touchscreen navigator to the options list is mainly in response to the many requests the company has received from flight schools wanting to offer Garmin’s long list of advanced features and capabilities to their students.”

The company added that this equipment will be offered as “options for its new-generation Colt-S and Colt-SL Special LSA.”

“In the short time since the Colt was introduced, it has received a lot of attention from flight schools looking for a modern and affordable technically advanced aircraft (TAA),” stated Texas Aircraft Manufacturing’s Customer Engagement Team Member, Scott Musselman. “Couple the Garmin avionics with the Colt’s attractive pricing and low operating costs, and you’ll have an ideal industry standard training aircraft for entry-level up through instrument and commercial training.”

Scott explained that while the Colt’s standard Dynon avionics package is TAA compliant and amazing for flight training, “flight schools are asking for Garmin.” Providing Garmin equipment can help reduce the time and cost associated with training students on multiple avionics systems as they progress.

“Today’s students want to train on the same avionics they will be using later as they advance into more complex Garmin-equipped aircraft,” Scott said. “The wide variety of Garmin avionics that we will make available for the Colt will give flight schools and private owners a great deal of flexibility in how their avionics are configured.”

More Pricing Options

While Texas Aircraft upped their game for flight school operators they also kept the individual buyer in mind.

“We are now offering Garmin-equipped Colt aircraft with the basic VFR package starting at $139,000,” said Scott. The fully-equipped, “Heavy IFR” Garmin package is priced starting at $170,500 (see below).

“So, whether you want a sleek single-display Garmin G3X Touch panel or dual G3X Touch instruments for a truly impressive digital screen experience, we offer choices,” Scott said. “All Garmin-equipped IFR-capable Colts come standard with a G5 backup. We are extremely excited to be able to offer Garmin’s popular line of avionics in our new-generation Colt.”

Optional Garmin Avionics for the new-generation Texas Aircraft Colt Special LSA:
All pricing and equipment is subject to change

10.6-inch G3X Touch configurable touchscreen display with built-in synthetic vision
GTN 650 touchscreen GPS/IFR Navigator
G5 back-up instrument
GMC 507 autopilot control with level mode
GSA 28 smart three-axis autopilot
GMA 245 audio panel
GTR 200 and 20 COM radios
GTX 45R remote ADS-B Out/In transponder

Electric-Motor-Powered eColt

Electric power is certainly coming to light aircraft. The tipping point will be dictated by battery development. I have written plenty about this as well.

Almost everyone knows at least some facts about batteries. Everything we carry around these days seems battery powered and all of us are ever in search of an electric outlet to get more charge. Until battery energy density takes a substantial leap forward, electric airplanes have some clear limitations. Yet primary flight instruction — at least done in the pattern within easy reach of landing back on the field — is one early potential for electric powered LSA.

However, not all batteries are identical. — The British Lithium-Sulfur (Li-S) battery technology company, Oxis Energy and Texas Aircraft Manufacturing are developing an electric power system for Colt and initially, Oxis projects that the flight time will be in excess of two hours and an approximate range of 200 nautical miles. While still short of true cross country flying, this sounds encouraging.

Huw Hampson-Jones, CEO of Oxis Energy, said, “Oxis Li-S technology offers significant benefits to aviation. The use of sulfur as a non-conductive material provides enhanced safety and is superior to current Lithium-Ion technology. Our 90kWh battery system is 40% lighter than current Li-Ion technology and will be powered by its ‘High Power’ cell at 400Wh/kg.”

Oxis is involved in the design, development and now the move towards commercial production of Lithium Sulfur cells for battery systems. Oxis manufactures and produces all aspects and components in the making of the Li-S cell and does not use any toxic or rare earth material in the composition of its Lithium Sulfur cell technology. Oxis has been granted 193 patents with 115 pending.

Texas Aircraft’s Matheus added, “Our eColt, manufactured at our factory in Texas, will use Li-S battery cells made at the Oxis factory. The powertrain will be supplied by WEG and the battery and its management system (BMS) will be provided by Akaer Group of São José dos Campos, Brazil.” (Note that while Texas Aircraft is an all-American company, Matheus and his team hail from Brazil so they have many connections in that southern hemisphere country.)

“This project is in early stage,” said Matheus. “We are not changing the Colt, but we are studying the possibility to add some battery packs under the plane (maybe looking like a Cessna Caravan cargo) but this is still under discussion since we are also evaluating adding the battery packs into the wings.”

At last year’s Midwest LSA Expo (the 2020 event IS ON and starts September 10th), we flew Colt:

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I always enjoy when a new airplane company arrives on the market and sets plans in motion to expand and improve their flying machine. Texas Aircraft and their Colt 100 Light-Sport Aircraft is one such company. Lead by the energetic and ambitious Matheus Grande, Texas Aircraft is moving on several fronts. Here is some update on the Colt builder based in Hondo, Texas. Garmin IFR Colt “Wait,” I hear some of you exclaim! “A Light-Sport Aircraft cannot be used for flying with reference only to instruments.” Wrong! Rather than repeat what I have already written several times, I invite you to explore this article which makes an attempt to explain the situation surrounding IFR or IMC, that is, flight in actual instrument conditions; different from filing to fly in the IFR system for training or other reasons. Certainly, most readers will see the value in a new, modern, fuel efficient, comfortable, and marvelously-equipped Light-Sport Aircraft versus a 30-50 year-old Cessna 172 or other legacy general aviation aircraft.

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Staring At Goat — Wild Sky’s Brutus Off-Field, Outback Weight Shift Trike Light-Sport Aircraft

By Dan Johnson || August 26, 2020 9 Comments

Denny has an enviable position to some. Imagine any fixed wing instructor saying, “I wish the aircraft would do some operations differently for my teaching. I can’t find one that exactly matches what I seek, so, you know what? I’ll just design what I want.”

Yeah, sure. Most of us never have that chance. Instead, we learn to adapt to the aircraft. As an example, what if you wanted the throttle in a different place, or any number of possible changes.

In a long career that has included talking to CFIs from around the world, I have never met a fixed wing flight instructor who set about making the airplane he truly wanted. Denny Reed decided precisely that. Then he went and did it.

Goat Theory

Reed and his company are based in Arizona. In this part of the great American West, lots of folks want off-field capabilities. Like most states, Arizona is full of rich experiences and many or most of them cannot be reached with, let’s say, your local flight school’s rental Cessna 172.

To make the airplane fit the terrain Denny wanted to access — creek beds, desert landscapes, mountainous terrain and more — he knew he needed a very durable, strong, and well-performing trike.

When I think of trikes, I think of Evolution‘s wonderful, deluxe Revo but I would never try landing it on some rocky creek shore. Or perhaps I think of North Wing‘s terrific soaring trike called Solairus. It does what it is designed for very well, but again, skip the rock-strewn creek bed.

You need a much tougher carriage but if you have a problem in the outback, you might also want a machine that you could inspect or repair easily in the field. Is a simple yet strong trike possible? Sure, but…

“When you chase strength and when you chase simple, you get ugly,” observed philosophical trike designer Denny Reed with a smile on his face. “When we first showed it, I was real proud of it but one of the first comments we got was, ‘It looks like a post-war Russian tractor.'” Denny laughed aloud as he related the story.

That’s why Goat looks as it does. If it seems a riot of tubes going every which way, consider the thought Denny put into it.

“Every notch, every cut, every bend, every tig weld seems like it has a story,” he said while not ignoring the wisdom of and guidance from other aviation designers, “We nonetheless wanted something that said off-road, crawler, racing.”

After a few iterations, he was happy and production began. Customers were waiting.

Wild Sky Builds Goat
for Quality not Quantity

Even after investing more than $100,000 in welding jigs alone, Wild Sky only expects to build 13-14 aircraft per year to maintain the quality they seek. However, Denny keeps the overhead low and commented, “I think we deliver a lot of aircraft for the money.”

The entire frame is welded chrome moly with a ceramic coating.

Like most trike builders, Denny does not attempt his own wing. That type of construction is its own art and science that one company has proven to do better than anyone else. The company, another trike builder called North Wing, manufactures wings for trikes for other carriage manufacturers. After more than 30 years in the business, North Wing owner, Kamron Blevins largely owns the space. (He also builds wings for Evolution among several other trike aircraft suppliers.) A couple foreign trike builders make their own wings — AirBorne comes to mind — but I cannot name another U.S.-based wing supplier.

North Wing is it …because they do it very well.

Built to Last — I love this statement from Denny as he created Goat, “We bent it. We broke it. We scared the crap out of ourselves. Literally. We spent five years and over $1 million prototyping with some of the best minds and pilots we knew.”

Prices start at $36,500 (in summer 2020; subject to change). Of course, you can spend more, but with that modest starting cost for this tougher-than-nails trike, Goat qualifies as an “affordable aircraft” as this website promotes. (Of course, “affordable” means something different to every single pilot, but at about the cost of an average new car, I’d say this was a very fair asking price.) More pricing details are available here.

Rather than asking you to read all the ideas that went into Goat, check out the video below and let Denny tell you in his own words what he had in mind.

“I enjoy teaching,” Denny said, returning to what is obviously a favorite topic after he described details of how he builds Goat.

“After 9,200 hours and 300 students, we have a perfect safety record.” He added, rightly so, “I’m very proud of that.” He related stories of students who spoke with him years later saying, “I understand why you were so hard on me during training, Denny.” So it’s no surprise that he reported getting “a hundred applications a year for trike school.”

Here’s two videos: a newly-produced one from Videoman Dave shot in 2020 plus my own short take on Goat from 2019.

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If you flew better than 9,000 hours solely to give trike instruction, you would tend to develop ideas about how an aircraft can better fit the type of flying lessons you want to give. That’s exactly what Wild Sky owner Denny Reed reports. Denny has an enviable position to some. Imagine any fixed wing instructor saying, “I wish the aircraft would do some operations differently for my teaching. I can’t find one that exactly matches what I seek, so, you know what? I’ll just design what I want.” Yeah, sure. Most of us never have that chance. Instead, we learn to adapt to the aircraft. As an example, what if you wanted the throttle in a different place, or any number of possible changes. In a long career that has included talking to CFIs from around the world, I have never met a fixed wing flight instructor who set about making the airplane he truly wanted.

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One On, One Off… Or, At Least Delayed — DeLand Reschedules for Two Months

By Dan Johnson || August 22, 2020 1 Comment

Well, now we know what 2020 holds for airshows. I count three that did or will happen this year, but one of them — the much-anticipated November event, DeLand Sport Aviation Showcase, or DSAS — has now officially been delayed by action of the city leadership, which controls the DeLand airport.

The founding administrator, Jana Filip, made the official announcement, “The 2020 DeLand Sport Aviation Showcase is being rescheduled due to the ongoing Covid-19 pandemic.”

Since Copperstate/Buckeye Air Fair in February 2020, the end of July saw a modest gyroplane gathering in Mentone, Indiana for the Popular Rotorcraft Association‘s annual convention, followed by the still-upcoming Midwest LSA Expo.

Now, as it turns out, the latter event, taking place September 10-11-12, may be the last airshow event of this shutdown year.

No-Go for DeLand 2020

Officials at the DeLand Municipal Airport, lead by longtime airport manager, John Eiff, had hoped to continue on with the annual showcase as originally scheduled (November 12-14, 2020) “to help salvage the embattled tradeshow industry” …but… “it became increasingly apparent that the rising number of Covid-19 cases in Florida would make the event unsafe at this time for guests, exhibitors and volunteers.”

Potential customers check out the deluxe BRM Aero Bristell represented by Bristell USA.

Jana observed, “Preparations have been running along so well, exhibitor participation was setting a record pace, and we had such high hopes for November.”

However, she added, “We really must think first of the health and well-being of our visitors, exhibitors, volunteers, other guests and the staff of DSAS and City of DeLand.”

She said that the city and county have been watching the situation with great scrutiny yet leaders decided to cancel all local events through the end of November, as a result of health concerns.

“DeLand Showcase is but the most recent aviation event to have to give way to such concerns,” Jana stated.

“Sun ‘n Fun in Lakeland, Florida was postponed and then cancelled. EAA’s AirVenture Oshkosh has been put off to the summer of 2021 and other major aviation tradeshows such as NBAA and AUVSI were either cancelled or forced to go ‘virtual.'”

Rescheduled … When?

Remember the Sebring Sport Aviation Expo? Cancelled about one year ago, it had won a solid place on the calendar as the first event of the year, in January.

Beringer always does well at these events with their high-tech wheels, brakes, and suspension products.

Ironically, longtime readers may remember that Sebring was first scheduled for late October …until Hurricane Ivan changed the thinking of organizers. That first year in the fall, I recall flying around Sebring during the event to see an ocean of homes with their damaged roofs covered with blue tarpaulin, so much so that I marveled the world had produced that much of the stuff.

Unlike most other aviation events, however; DSAS is still planning to produce a world class sport aviation event as soon as circumstances allow — hopefully in late January 2021, “a date already suggested by several fans of the Showcase,” added Jana.

Aviation Insurance Resources, or AIR, representative Gregg Ellsworth is often found at sector-specific shows like DeLand.

“We’re studying everything very carefully, and will have more to say shortly,” said Jana, “but until we have more positive data to work with, we’re going to study our options carefully until a healthy solution presents itself.”

“The next showcase will build on the extensive work done in four successful prior events,” Jana noted. “A careful look at the 2019 ticket sales, gate receipts, exhibitor numbers and other data proved that DSAS19 reported $2 million in sales and services on the Showcase Field, with an economic impact to the community of over $1.5 million.”

DSAS staff promised an update “as soon as more data is available.”

If you wish to offer Jana and her team feedback on the date change, contact them directly.

Meanwhile, to see what you might have missed, here’s a tour from the 2019 event.

Compress Post ...

Well, now we know what 2020 holds for airshows. I count three that did or will happen this year, but one of them — the much-anticipated November event, DeLand Sport Aviation Showcase, or DSAS — has now officially been delayed by action of the city leadership, which controls the DeLand airport. The founding administrator, Jana Filip, made the official announcement, “The 2020 DeLand Sport Aviation Showcase is being rescheduled due to the ongoing Covid-19 pandemic.” Since Copperstate/Buckeye Air Fair in February 2020, the end of July saw a modest gyroplane gathering in Mentone, Indiana for the Popular Rotorcraft Association‘s annual convention, followed by the still-upcoming Midwest LSA Expo. Now, as it turns out, the latter event, taking place September 10-11-12, may be the last airshow event of this shutdown year. No-Go for DeLand 2020 Officials at the DeLand Municipal Airport, lead by longtime airport manager, John Eiff, had hoped to continue on with the annual showcase as originally scheduled (November 12-14, 2020) “to help salvage the embattled tradeshow industry” …but… “it became increasingly apparent that the rising number of Covid-19 cases in Florida would make the event unsafe at this time for guests, exhibitors and volunteers.” Jana observed, “Preparations have been running along so well, exhibitor participation was setting a record pace, and we had such high hopes for November.” However, she added, “We really must think first of the health and well-being of our visitors, exhibitors, volunteers, other guests and the staff of DSAS and City of DeLand.” She said that the city and county have been watching the situation with great scrutiny yet leaders decided to cancel all local events through the end of November, as a result of health concerns.

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It’s ON!!! — Midwest Light-Sport Aircraft Expo WILL Open September 10th

By Dan Johnson || August 19, 2020 2 Comments

Many years ago — back in February 2020 — I attended my last airshow. Fortunately, that was not the dark ending to a most trying year.

For 2020, the next airshow is Mt. Vernon Airport’s (KMVN) Midwest LSA Expo — slated for September 10-11-12, 2020. Hurray!

I don’t know about you (certainly not everyone, I am aware) but I am raring to go. Airshows dictate my annual calendar so this virus-infested year has done a job on my collection of great airplane info to present to you. Fortunately, I have found plenty of other newsworthy materials, but, man!, am I happy to go to Mt. Vernon this year.

Those considering attending MWLSA but who are concerned about exposure to the virus can check out their Covid-19 preparations.

GO, Mt. Vernon!

“We believe we have good plans in place to keep everyone safe while meeting the mandates set out by various organizations,” said affable and energetic airport manager, Chris Collins. “We feel we can safely comply.”

Texas Aircraft will return with their deluxe Colt.

“However, we are not taking this lightly,” he added quickly. “We simply think the industry and the economy needs to move forward.”

Midwest LSA Expo started back in 2009 with an open and welcoming atmosphere. This will be the 12th annual MWLSA, a credit to the persistence of Chris and his team.

For 2020, the MWLSA group has word from nearby EAA chapters and other groups that enjoy a fly-out to some destination. “Several have expressed a strong interest in attending,” Chris said.

One indication is business the Mt. Vernon’s airport restaurant has been doing. Readers may recall this long-running success story went through a management change in recent years and what was good is now even better. “Our restaurant has been staying busy after reopening a few weeks ago. We’ve had lots of people flying in to visit and dine,” reported Chris.

Will It Be Safe?

Pilots go to show to look at airplanes, to talk to the people representing them, and, if shopping for a new airplane purchase, to go for a flight in those of greatest interest.

Magni gyroplane exhibit draws fans — photo by Roy Beisswenger

I love that MWLSA has surrounded its logo with the words, “The Sales & Demo Show …Freedom, Friends, Fun!” In eight brief words, that captures why you should attend.

All through this year, as people have asked, I have replied that the Midwest LSA Expo has been social distancing since it began. We didn’t use that phrase back then but a wide open ramp, well-spaced aircraft, representatives behind their table or on the other side of their airplane or other flying product, and the personal caution anyone can follow will allow good aviation interaction with minimal exposure.

Well prepared with many boxes of protective equipment. Chris shows off their stash with aide, Sheila Scrivner.

Of course, no one can guarantee you won’t be exposed but the odds are low — Mt. Vernon has suffered few cases of Covid-19 — and you have good opportunity to keep as much distance as you wish while still attending an airplane event.

Other precautionary steps include moving the forums to a hangar where attendees can space out further. This show always provides a full room for my talk — this year I’ll focus on the upcoming FAA regulation project for 2023. I’m pleased and proud to fill a room but this year, we’ll spread out more to assure those with the highest concerns.

The opening evening party Chris has thrown every year, complete with live entertainment and good eats, will not happen this year.

What To See and Fly

The biggest question is who will show with their airplane. Following is a partial list of those bound to be interesting to attending pilots and friends.

Wide open spaces make for a safe environment to enjoy light aircraft, even during these strange times — aerial photo taken from InnovAviation’s FX1.

Vashon Aircraft, SD Planes, and Aeromarine LSA are scheduled to make their first appearance at the 12-year-old event. Another brand new aircraft, the MC-01 from Montaer in Brazil, may also show, assuming U.S. Customs does not hold up the arrival. Unfortunately, that’s not certain. For example, Aero Adventure has finished work on their SLSA Aventura but has been waiting for more than four months for an FAA visit from nearby Orlando. “They haven’t been given permission yet,” said boss Alex Rolinski, so the Montaer arrival is far from sure.

Still, it’s great to see four brand-new exhibitors even in a year beset by a virus panic.

F2 photo by Larry Anglisano courtesy of Flight Design USA.

Flying Legends’ fighter-like Tucano with Rotax 915iS.

That list is not complete. Please go to the show’s website to see the whole exhibitor list. Even this may expand as more companies consider that this might be the only remaining airshow for 2020.

A few “legacy exhibitors” cannot get comfortable with the Covid-19 situation. Some, like Rob Rollison and his Aerotrek line remain uncertain and will not attend,” noted Chris. However, exhibitor participation looks surprisingly solid.

Indeed, “Midwest 2020 is shaping up to offer the best representation yet of the lighter end of recreational aviation,” concluded Chris.

I’ll be in Mt. Vernon
I hope you will be, too!

An image from flying at last year’s Midwest LSA Expo shows the blue skies around Mt. Vernon. Featured pilots are Tom Gutmann Sr. and Jr. of Airtime Aviation.

Hotels and restaurants are also prepared to handle you safely. The town’s best hotel (in my opinion) is the Drury, which offers a great price ($95 a night at MWLSA’s group rate; use link) for rooms plus several worthwhile amenities.

Several restaurants are not far away and they are prepared like most American restaurants these days to handle you as safely as they can.

At the end of our conversation, Chris added, “Mt. Vernon has two Interstate highways that bring passersby from many states. Our town has been able to accommodate them safely and we can put on a safe airshow, too!” Anyone who knows Chris is aware he is a straight-shooter.

Compress Post ...

Many years ago — back in February 2020 — I attended my last airshow. Fortunately, that was not the dark ending to a most trying year. For 2020, the next airshow is Mt. Vernon Airport’s (KMVN) Midwest LSA Expo — slated for September 10-11-12, 2020. Hurray! I don’t know about you (certainly not everyone, I am aware) but I am raring to go. Airshows dictate my annual calendar so this virus-infested year has done a job on my collection of great airplane info to present to you. Fortunately, I have found plenty of other newsworthy materials, but, man!, am I happy to go to Mt. Vernon this year. Those considering attending MWLSA but who are concerned about exposure to the virus can check out their Covid-19 preparations. GO, Mt. Vernon! “We believe we have good plans in place to keep everyone safe while meeting the mandates set out by various organizations,” said affable and energetic airport manager, Chris Collins.

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Air Tours Continue — Blackwing Heads Out to Demo their Speedster LSA

By Dan Johnson || August 16, 2020 1 Comment

Someone is selling this Netflex-rating T-Shirt that may express how many feel about this strange year.

What a weird season, or non-season, if we think about all the airshows we should be attending …but are not!

However, entrepreneurs do what they must and pilots remain as interested in flying as ever. Given both forms of determination, I expect those who tour with their airplanes will largely be warmly welcomed — although those still deeply worried about Covid may not venture out to the airfield.

The good news, the concerned folks don’t have to attend yet those keen on pursuing their love of flight can at least check out a new airplane.

You can stand physically distant if you wish and, of course, you can wear a mask although you may elect not to go aloft given a fairly small cabin.

Nonetheless, I suspect most flyers will welcome Blackwing CEO Niklas Anderberg, as he takes his beautiful and very fast Light-Sport Aircraft around a series of airports in Europe.

Gotta Fly!

“We have sadly seen all our exhibitions getting canceled one by one this summer,” wrote Niklas in a mailing sent to Blackwing followers. “Sweden has also been closed to visitors until just a few weeks ago. We will, therefore, make it possible for you to come to Sweden and test-fly our Blackwing BW600RG, with the Rotax 912iS, every Friday and Saturday during fall.”

“We have also planned demo tours in Germany. Check their website to learn more about the tour plan. The BW635RG, with the turbocharged 915iS, will not be available for test flights, since DULV (German light aircraft approval body) does not allow us to take passengers until we have passed the certification.”

Learn the dates and locations for the tour by emailing Niklas directly, who also notes, “Our main communication tool is on our Facebook page, with weekly updates.

Even before announcing the tour, Blackwing gathered their growing list of owners.

“We had our first Blackwing Fly-in on the 1st of August 2020. Seven Blackwings showed up,” Niklas noted. “It was great to fly around in the Swedish alps, for the first time, with other Blackwings. Next year we hope that some of our Blackwing owners outside of Sweden will be able to attend. We are also thinking about extending the mountain tour a little further north so everybody can experience the Swedish midnight sun. Great weekend.”

What About the 915iS Model?

While Niklas and his group work on finalizing the 915iS approval, how does the speedster work with the 100 horsepower 912iS? “Really great,” exclaimed Niklas, “with a ram-air installation.” He recorded “cruise speeds at 6-, 8- and 10,000-feet are about 153 knots (175 mph) true airspeed.” In those measurements, he cites fuel consumptions between “5 to 4.5 gallons per hour” (though he observed that the 912iS is not then running in the fuel-saving Eco mode).

Meanwhile, “The 915iS model is getting close to 35 hours of test flights. We are doing testing at outside temperatures above 30 degrees celsius (86°F) to make sure the installation also works well in hot climates.”

“We keep adding safety features,” Niklas continued. “The newest one is that you forget to retract the gear — easily done with the 915iS since climb rate is 2,000 feet per minute — and fly above the maximum gear-extended speed, you will get a warning on the Garmin screen and blinking red lights. The same blinking feature is added when the gears are in transition or if you forget to extend your gear (in addition to the built-in Garmin G3X warnings).”

Men and Machines

Niklas is expecting to win certification for the BW600RG with the 912iS and the two-blade Woodcomp shortly. “The preliminary noise test was 66 dB,” he reports. (For comparison, normal human conversation is 60-65 dB.) “We are also planning to add the three-blade MT with the single power lever (no separate prop control lever) for the 912iS. This installation has been working great on the 915iS.”

Blackwing owners got together in Sweden. More such gatherings are planned.

Recently, the Swedish company said a Blackwing was registered in the 600kg category in Germany. They also got a first Blackwing approved in Holland.

However, Niklas stated, “We are not planning to certify the Blackwing in the LSA category in the USA since FAA does not (presently) approve retractable gear.” That will change with the LSA 2023 regulation and perhaps Americans will be interested in the speedy aircraft after that ruleset is introduced.

Business appears solid even during these strange times.

“Our next available delivery for a BW600RG, with the 912iS, is April 2021. The delivery for the BW635RG, with the 915iS, depends on certification but is estimated to come in June 2021.”

In the land of the midnight sun, testing continues on the Blackwing with Rotax 915iS as they seek European approval for the powerful model.

“We are getting many requests from the USA, reported Niklas. “We are currently looking into different potential partners that would either offer a builders support program or help us with a normal category certification of the Blackwing.” Of course, in three years or so, a new program should ease the way for a fully-built Blackwing with retractable gear and an automatic in-flight adjustable prop (called single lever control).

While the Swedish team seems to be accomplishing plenty, they acknowledge the challgenges.

“We are sorry for the delay that some customers may experience due to Covid-19 pandemic,” Niklas said. “We are doing everything in our power to deliver the planes on time. We are slowly getting the parts missing from our sub-suppliers, and expect to be back on schedule in two months.”

Compress Post ...

What a weird season, or non-season, if we think about all the airshows we should be attending …but are not! However, entrepreneurs do what they must and pilots remain as interested in flying as ever. Given both forms of determination, I expect those who tour with their airplanes will largely be warmly welcomed — although those still deeply worried about Covid may not venture out to the airfield. The good news, the concerned folks don’t have to attend yet those keen on pursuing their love of flight can at least check out a new airplane. You can stand physically distant if you wish and, of course, you can wear a mask although you may elect not to go aloft given a fairly small cabin. Nonetheless, I suspect most flyers will welcome Blackwing CEO Niklas Anderberg, as he takes his beautiful and very fast Light-Sport Aircraft around a series of airports in Europe.

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

By Dan Johnson || August 12, 2020 9 Comments

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:

F2 has a longer fuselage, about a foot longer than CTLS (22.5 feet on F2 vs. 21.6 on CTLS).
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.
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.

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

By Dan Johnson || August 6, 2020 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.

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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.

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

By Dan Johnson || July 30, 2020 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
Never 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)

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➡️ 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).

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

By Dan Johnson || July 28, 2020 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.

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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 || July 20, 2020 4 Comments

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.

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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 || July 17, 2020 20 Comments

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

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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.

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

By Dan Johnson || July 13, 2020 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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