ByDanJohnson.com

By Dan Johnson || December 11, 2017 8 Comments

Jabiru starts a flight south from the Shelbyville, Tennessee base (seen in this photo) of Jabiru North America.

For many years the brand name Jabiru — both airframes and engines — has been associated with Pete Krotje and his family and other team members, doing business as Jabiru North America. Pete began in the business near Oshkosh, Wisconsin before seeing the appeal of milder weather in Shelbyville, Tennessee.

Now, the familiar brand from down-under Australia is headed further south in the USA. The brand with the funny-sounding name will end up being represented by another light aircraft industry veteran, Scott Severen.

The official news release on this change declared, “In a move initiated by Jabiru North America, LLC, US Sport Planes of Denton, Texas has been appointed as the North American importer and distributor for Jabiru Light Sport Airplanes for North America.” The two businessmen reported US Sport Planes (USSP) will be the exclusive importer and market the full line of LSA airplanes manufactured by Jabiru Aircraft Pty, Ltd.

Based in faraway Australia, Jabiru Aircraft Pty., has sold more than 2,000 aircraft and more than 6,000 engines worldwide since 1988. That success over 29 years has translated to North America with Jabiru ranking the seventh-highest-selling LSA in America.

Jabiru is a rare Special LSA with three doors as seen here. The only other one Paradise’s P1NG. The third door gives great access to a spacious interior.

As the longtime owner of Jabiru North America, Pete Krotje noted, “US Sport Planes has been a Jabiru Service Center for many years. Their experience makes this a perfect fit to advance the sales of Jabiru Light Sport Aircraft throughout North America.” Pete continued, “I’m eagerly looking forward to the energy and creativity that Scott Severen and US Sport Planes (USSP) will bring to Jabiru Aircraft.” He added that Jabiru North America will continue to provide technical and customer support for the entire fleet from their central Tennessee base.

“US Sport Planes has assumed all North American sales and marketing activities for the Jabiru LSA at our Denton, Texas location (KDTO),” commented Scott, the owner of US Sport Planes. “All new aircraft inquiries will be directed, fulfilled, and delivered through USSP.”

For several years, Scott has provided valuable services to a flock of the top-selling LSA brands in America. The fit to take on new aircraft deliveries proved to be a workable complement to the existing enterprise Scott has built. When Pete Krotje indicated he wanted to step away from this central activity, the two gentlemen came to agreement that should satisfy all American customers, past and future.

“[Selling new Jabiru aircraft] complements our brokerage, acquisition, and pre-owned sales business,” explained Scott. However, this does not mean US Sport Planes will stop working with other brands.

Scott clarified, “We will continue repair and maintenance services for Jabiru aircraft and engines as well as Rotax engines plus factory-authorized service for Flight Design, Tecnam, and most major LSA aircraft. The expansion will increase Jabiru customer support overall.”

Unusual to Light Sport Aircraft is the three-door entry ease and interior roominess of the J230-D Jabiru aircraft. The model started out as a four seater kit aircraft in Australia and was repositioned as a two-seat model to fit American FAA regulations for Special Light-Sport Aircraft. “With the new, improved J230-D model and Jabiru’s new Gen IV engine,” Scott added, “I’m pleased to help more pilots get into these ‘Cabin Class’ Light-Sport Aircraft.”

Pete Krotje and Jabiru North America has been the Jabiru importer for North America for 18 years. His business will continue its current activity of engine and firewall forward sales as well as providing parts, service and technical support for all Jabiru products from its current location in Shelbyville, TN. For more information, Contact Pete Krotje at Info@jabiruna.com or dial 931-680-2800, or Scott Severen at Scott@ussportplanes.com or call 940-597-6860.

More About Scott Severen

The son of a career Air Force fighter pilot, Scott learned early about aviation as a lifestyle. He began building and flying hang gliders in 1973 and joined USHGA, United States Hang Gliding Association. In the early 1980s, he founded and operated Lone Star Airpark to provide facilities, services and flight instruction for ultralights, and eventually became a USUA, United States Ultralight Association AFI, Advanced Flight Instructor, AFI Examiner, and AFI Seminar Presenter. Scott also volunteered as a director and interim president of USUA, United States Ultralight Association.

In the early 1990s, he and his family moved to Tennessee where he served as president of TEAM Aircraft.

Always willing to help the industry Scott assisted the AOOA, Airpark Owners and Operators Association as its first president. In the mid-nineties he served as president of LAMA, Light Aircraft Manufacturers Association and in 2017 he rejoined LAMA to serve on the board of directors.

Scott also participated as a charter member of the Part 103 FAA ARAC, Aviation Rule-making Advisory Committee that eventually created the Light-Sport Aircraft and Sport Pilot regulations.

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For many years the brand name Jabiru — both airframes and engines — has been associated with Pete Krotje and his family and other team members, doing business as Jabiru North America. Pete began in the business near Oshkosh, Wisconsin before seeing the appeal of milder weather in Shelbyville, Tennessee. Now, the familiar brand from down-under Australia is headed further south in the USA. The brand with the funny-sounding name will end up being represented by another light aircraft industry veteran, Scott Severen. The official news release on this change declared, “In a move initiated by Jabiru North America, LLC, US Sport Planes of Denton, Texas has been appointed as the North American importer and distributor for Jabiru Light Sport Airplanes for North America.” The two businessmen reported US Sport Planes (USSP) will be the exclusive importer and market the full line of LSA airplanes manufactured by Jabiru Aircraft Pty, Ltd.

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Major Benchmarks for Manufacturers Serving the Light Aircraft Community

By Dan Johnson || December 5, 2017 2 Comments

Van’s Aircraft’s Immensely Popular RV-Series

According to a recent report in General Aviation News, “[When] David Porter took his first flight in his RV-7 on Nov. 24, 2017, he probably didn’t know he was making history. The Martinsburg, West Virginia pilot’s kit-built airplane became the official 10,000th Van’s RV-series aircraft.”

Van’s labeled David’s first flight as “official” because more than 10,000 RV-series kit aircraft are definitely known to be flying, but the company recognizes it may not know about all of them.

President of his local EAA Chapter (# 1071), David spent three and a half years building his RV-7 from a standard kit. It was the first airplane he has built. His airplane was RV-7 #1,662 to fly, according to the Oregon company.

Dick van Grunsven‘s Van’s Aircraft began selling RV-3 plans back in 1973. From this modest start the company now calculates that over the last 44 years a new RV has taken to the air every 1.6 days on average. Now, that is one impressive achievement, I believe.

2016 Pacific Coast Dream Machines Show, Vans RV-7A. Both RV photos published by GA News

“No one is exactly sure when the 1,000th RV flew — our best guess is around early 1994,” company officials said in a prepared release. “The 2,000 mark was passed in November 1998, 19 years ago. The increase from 9,000 flying RVs to 10,000 took just 33 months or under 1,000 days.”

Therefore, “About one new RV airplane leaves the ground each day, with 360 taking to the skies already in 2017.” Great job, Team Van’s!

Garmin’s One Millionth

“We’re celebrating the delivery of our one-millionth certified avionics product from our manufacturing facility in Olathe, Kansas,” announced the popular avionics producer. This large number does not include the huge number of sports or auto products and more made by Garmin over its three decade history.

The milestone product was a GTX 3000 DI-260B compliant Mode S Extended Squitter (ES) transponder, which enables ADS-B Out transmissions, a timely offering given the last two years of push to fit GA aircraft with ADS-B Out before the 2020 FAA deadline.

“Since our inception over 28 years ago, Garmin has been committed to providing superior products that are known for their innovation, reliability and intuitive design,” said Phil Straub, Garmin executive vice president, managing director of aviation. “This milestone is a testament to our long-established commitment to making significant investments in research and development, as well as the hard work and dedication of thousands of passionate Garmin team members that I have the pleasure of working with every day.”

“As we celebrate this exciting accomplishment, I am very proud of how our teams have managed such significant growth, while maintaining the culture of our company as our founders set forth,” said Carl Wolf, vice president of aviation marketing and sales. “The breadth and depth of our certified aviation product line has expanded greatly over the years, allowing us to develop new markets for Garmin. This incredible milestone doesn’t even include the hundreds of thousands of portable and other non-certified products that our customers use every day. On behalf of Garmin, I wish to express my utmost gratitude to our loyal customers, our dealers and the aircraft manufacturers all around the globe, who have helped us to accomplish such a tremendous achievement in Garmin’s history.”

Decades of progress from the simple monochrome GPS 90 to the colorful and highly versatile touchscreen G3X.

Established by co-founders Gary Burrell and Dr. Min Kao — Gar’ and Min, hence the company name — in 1989 in Lenexa, Kansas, Garmin was founded with its core roots in aviation.

Today, the central U.S. corporation has evolved into five business segments with more than 11,000 employees around the globe.

“From a single product,” said Garmin, “the evolution of our avionics solutions has grown to serve multiple segments within the aviation industry, including general aviation, business aviation, helicopter, experimental amateur-built (EAB), defense and air transport.”

I’m sure Garmin meant to include LSA in that roster but many recent product releases by the company show it is pursuing the high end avionics market aggressively. In the LSA space the G3X Touch and Garmin 796 are the most popular devices with many supporting items benefitting the Garmin ecosystem of avionics.

Congratulations to both Van’s Aircraft and Garmin. We are lucky both company are involved in the kind aviation enjoyed by sport and recreational pilots.

Where do readers of General Aviation News live?

To close, I thought I’d again reference my friends from General Aviation News to show you their recently-offered map of where their readers are located. I submit to this Washington-state-based publication every month and know they provide a journal read enthusiastically by tens of thousands of pilots.

As proof of their success at transitioning from only newsprint to electronic communication, GA News can boast the largest Facebook following (around 350,000!) of any aviation publication or organization. Great job publisher Ben Sclair and team mates!

Subscribe to GA News and you can also receive their free The Pulse of Aviation e-newsletter.

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Recently, a couple major benchmarks were reached by some of our important brand names. These notable achievements deserve mention given their relationship to the LSA and light aircraft sector that this website serves. One is an airframe builder and the other is a avionics giant. Van’s Aircraft’s Immensely Popular RV-Series According to a recent report in General Aviation News, “[When] David Porter took his first flight in his RV-7 on Nov. 24, 2017, he probably didn’t know he was making history. The Martinsburg, West Virginia pilot’s kit-built airplane became the official 10,000th Van’s RV-series aircraft.” Van’s labeled David’s first flight as “official” because more than 10,000 RV-series kit aircraft are definitely known to be flying, but the company recognizes it may not know about all of them. President of his local EAA Chapter (# 1071), David spent three and a half years building his RV-7 from a standard kit.

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Flying for You … Video Pilot Reports

By Dan Johnson || December 3, 2017 2 Comments

Sometimes I am told I have the best job in the world. Hmm, could be.

Let the sun shine in… Flying with Glasair Sales Manager, Kyle Martin in the storied kit builder’s first factory-built aircraft, Merlin LSA.

My work entails some of those things no one truly loves, like paying bills, but it also involves flying airplanes for review. That part is indeed quite a pleasure.

In this post, I want to tell you what I flew at the DeLand Showcase 2017 plus a little about how we do these VPRs or Video Pilot Reports.

For many years, I wrote such things for print. That still happens but most of my reporting now goes online and my more detailed pilot reports have significantly — though not exclusively — gone to video …hence “VPR.”

At DeLand 2017, I went aloft six times, five to evaluate aircraft and once on a photo (and video) mission.

Video reporting consumes much more time than an interview, 30 minutes or more simply to attach some or all of our eight Garmin VIRB cameras inside and outside the subject aircraft. Especially, securing cameras on an aircraft’s exterior has to be done with care. Taking all the cameras and mounts off is far faster.

(Top left, clockwise) Steve Minnich in Evektor’s Harmony; Alex Williams in Aeropilot’s L600 (Alex deserves special mention for a superlative job of demonstration flying); Rand Vollmer in Pipistrel’s Sinus; and, Aerosport’s Jeremy Knoll in Sling LSA.

VPRs will be coming on Evektor’s Harmony, Aeropilot’s L600, The Airplane Factory’s Sling LSA, and Pipistrel’s Sinus motorglider.

The photo/video shoot gave Videoman Dave the footage he needs for a video about Flight Design’s CTLSi.

Gathering the flying experience and the footage are up-front exercises but then the real video work begins: editing. I think you should be very glad Dave is willing to sit in a darkened office for hour after hour after hour to assemble these videos. Your interest in them makes the work worthwhile and your support of this website and Videoman Dave’s YouTube channel are deeply appreciated.

Gone Flying!

Once aloft, I try to go through a uniform regimen of evaluations. The routine can vary by aircraft, for example, flying the Pipistrel motorglider had to involve shutting down the engine and feathering the prop. You don’t, in fact are not allowed, to do the latter on most LSA. Even entering the aircraft varies if it is a high or low wing.

Tom Peghiny of Flight Design USA handled the flying chores while I photographed another CTLSi carrying Videoman Dave and his camera.

Performance and stability checks include — but, as lawyers love to write, “may not be not limited to” — handling qualities, high speed flight, slow flight (both while checking various engine parameters such as temperatures and fuel burn), slow flight, steep turns, and a thorough group of stalls: approach and departure stalls as well as accelerated, or turning, stalls.

I fly on whichever side of the aircraft the representative pilot does not wish to fly. As a former flight instructor I am comfortable in either seat.

Before or after I do my routine, I generally ask the rep’ pilot to show me anything he or she would perform in a purchase demonstration flight. Once in a while this gets especially interesting.

As with the videos interviews I conduct — which often result not just in a video but also a post (or even a print magazine article) — I try to ask the questions you would ask if you had the opportunity that I have.

Hey! As stated at the outset, I agree I have a pretty cool job.

Thanks SO much for reading posts and articles, for watching videos, and generally for supporting this work. If you really want to help, please consider membership but I’ll end the pitch and repeat my gratitude for clicking or tapping your way to this website.

HAPPY FLYING!

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Sometimes I am told I have the best job in the world. Hmm, could be. My work entails some of those things no one truly loves, like paying bills, but it also involves flying airplanes for review. That part is indeed quite a pleasure. In this post, I want to tell you what I flew at the DeLand Showcase 2017 plus a little about how we do these VPRs or Video Pilot Reports. For many years, I wrote such things for print. That still happens but most of my reporting now goes online and my more detailed pilot reports have significantly — though not exclusively — gone to video …hence “VPR.” At DeLand 2017, I went aloft six times, five to evaluate aircraft and once on a photo (and video) mission. Video reporting consumes much more time than an interview, 30 minutes or more simply to attach some or all of our eight Garmin VIRB cameras inside and outside the subject aircraft.

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SeaMax LSA Seaplane from Brazil Now Delivering in America

By Dan Johnson || November 25, 2017 7 Comments

Years ago, back in the early days of the Light-Sport Aircraft sector exploding into the world of aviation, of affordable aviation, one of the early entries was SeaMax, from a Brazilian-based company called AirMax.

An old friend in the business and a supremely capable pilot named Carlos Bessa helped SeaMax successfully prove standards compliance to win approval as a Special LSA (#63 of 143 on our SLSA List). Although Chip Erwin’s Mermaid was attracting a lot of attention at the time, SeaMax was an attractive offering.

Another longtime friend in the business, Tom Peghiny — the man behind Flight Design USA but also an astute observer of light aircraft — urged me to go examine the SeaMax. He thought it possessed qualities I would appreciate. He turned out to be spot on.

Subsequently I flew SeaMax for about four hours with Carlos, spread over a few days. Carlos was a very cautious demo pilot and his careful pace meant I took a while to master the airplane. It performed better than many LSA of that time (and I’m sure it still does). However, it was a bit more to handle than slower, more ponderous light seaplanes of the day. However, man!, did that SeaMax perform. It struck me as a seaplane that land pilots could also enjoy because it performed quite consistently with a land LSA.

SeaMax also has dashing looks. I likened it to a high-end speedboat …one that flies! Plus, it was comfortable to get in and to be in. All good.

Yet a problem subsequently arose. The 2008 financial meltdown happened, sales slowed, and Carlos moved on to other flying. Sometime later, SeaMax attracted the interest of another player, whose involvement ironically served to dampen interest. The interim party promised changes (probably unnecessary) and possibly caused prospective buyers to think, “Well, I’ll wait to see those changes and then maybe I’ll go for it.” Those changes never came.

Flash forward to late 2017.

All the confusion that reigned for a few years is now officially over. I’ve seen copies of court documents that prove designer and company leader Miguel Rosario is now back at the helm. This clarifies the situation for buyers.

In addition, with support from U.S. representative, Shalom Confessor, SeaMax has entered into an agreement with the world’s leading aeronautical university, Embry Riddle (a mere seven minutes from the world headquarters of ByDanJohnson.com). This association further reinforces the stability of the future for this handsome seaplane.

So, announcing…!

Miguel Rosario (L) speaks with Dan at DeLand regarding the new folding wing option for SeaMax (arrows, bottom right shows the cradle to support the wing).

At the DeLand Showcase 2017, SeaMax announced, “We displayed the Seamax M-22 Serial Number 149 at DeLand in Florida. The amphibious aircraft that conquered the world’s hearts now is ready for deliveries in the United States.” As the serial number shows, more than 148 SeaMax amphibs are active in several countries.

“We are now accepting orders for the SeaMax M-22 year 2018,” they continued. The base price for the model without folding wings starts at $139,500. A folding wing version starts at $149,500.

Especially against the contrast of Icon’s A5 now based priced in the mid-$200,000s and well equipped at a breathtaking $350,000 or so, SeaMax looks like a Thanksgiving Day bargain.

Does this dashing LSA seaplane interest you? Find out more here (or read an older but detailed report here) or shoot an email to the company. Even Christmas deals don’t last forever and this one might not either.

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Years ago, back in the early days of the Light-Sport Aircraft sector exploding into the world of aviation, of affordable aviation, one of the early entries was SeaMax, from a Brazilian-based company called AirMax. An old friend in the business and a supremely capable pilot named Carlos Bessa helped SeaMax successfully prove standards compliance to win approval as a Special LSA (#63 of 143 on our SLSA List). Although Chip Erwin’s Mermaid was attracting a lot of attention at the time, SeaMax was an attractive offering. Another longtime friend in the business, Tom Peghiny — the man behind Flight Design USA but also an astute observer of light aircraft — urged me to go examine the SeaMax. He thought it possessed qualities I would appreciate. He turned out to be spot on. Subsequently I flew SeaMax for about four hours with Carlos, spread over a few days.

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Rotax iS Lane-Light Problems? HDX to the Rescue!

By Dan Johnson || November 17, 2017 8 Comments

John Hurst’s futuristically-equipped Flight Design CTLSi with not two, but three Dynon screens (two 10-inchers + one 7-incher) plus a post-mounted iPad. See any round guages?

When Rotax moved their 912 iS Sport project from engineering to production, the big Austrian engine manufacturer elevated their already-immensely-popular 9-series engines to a higher level. Beside fuel injection, the company added electronic engine controls more advanced than any other in their inventory.

If you’ve flown with the iS Sport as I have you know it has terrific performance — torque was increased through an enlarged airbox along with other minor refinements — plus it gives even better fuel consumption. When flying with Aerosports‘ Jeremy Knoll at DeLand 2017, I heard that his trip from Wisconsin to Florida in the TAF Sling yielded fuel consumption rates of 2.7 gallons per hour at cruise. Man! That is some fuel efficient flying and that is part of what Rotax achieved with their iS model. They will use that technology plus more on their coming 135-horsepower 915 iS due on the market next year.

However… “Houston, we have a problem. I’ve got a red light here on my panel.” We pilots are rightfully hesitant to commit to flight with a big ole red light glowing back at us from the instrument panel. Oh, dread!

Thanks to avionics guru and pilot extraordinaire — and a friend — John Hurst of Sport Aero Services, I learned Dynon has made the red-lane-A/B-light challenge a source of knowledge rather than frustration.

I was one of those frustrated pilots, thanks to early experience with Lane A/B lights.

I had flown with a flock of Light-Sport Airplanes to the Bahamas. We had long over-water stretches. When you fly out of sight of all land in a single engine airplane, the pucker factor tends to rise.

Being a modestly-experienced Bahamas island-hopping LSA pilot, I figured to take off last from the Nassau-to-Bimini flight. The other pilots fired up, taxied out, and launched into the air. My cabin mate and I, aviation journalist James Lawrence, tried to follow but on firing up, I had a red lane B light that would not go off after doing the usual checks. I would not commit to flight over lots of water with a red light staring back at me and I had no one nearby to consult as to the problem.

Therein lies the problem. What was wrong?

It turned out to be a connector that did not maintain contact. Nothing whatsoever was wrong with the engine, explaining why the light went off later and we were able to launch and fly without incident to the other island. Nonetheless, whatever that had been nagged at me, stealing a bit of the joy of flight as I was uninformed.

No more, thanks to Dynon and guys like John Hurst who works closely with the west coast avionics provider.

Now, as the images show, you can ask your Dynon HDX Touch SkyView instrument for the reason, and it will list for you what is wrong. Some problems need to be fixed when able. Others might have to ground the flight until remedied. Wouldn’t you want to know which it is?

“This update happened partly because of your early experience, Dan,” clarified John. “Now the pilot can know the reason the light came on and can make an informed decision.”

Thanks, John and Dynon. I’m breathing easier and future flights will have all the joy in them as promised by our love of flying light aircraft.

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When Rotax moved their 912 iS Sport project from engineering to production, the big Austrian engine manufacturer elevated their already-immensely-popular 9-series engines to a higher level. Beside fuel injection, the company added electronic engine controls more advanced than any other in their inventory. If you’ve flown with the iS Sport as I have you know it has terrific performance — torque was increased through an enlarged airbox along with other minor refinements — plus it gives even better fuel consumption. When flying with Aerosports‘ Jeremy Knoll at DeLand 2017, I heard that his trip from Wisconsin to Florida in the TAF Sling yielded fuel consumption rates of 2.7 gallons per hour at cruise. Man! That is some fuel efficient flying and that is part of what Rotax achieved with their iS model. They will use that technology plus more on their coming 135-horsepower 915 iS due on the market next year.

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Race Around DeLand Showcase 2017 …Video Views of Most Aircraft

By Dan Johnson || November 14, 2017 2 Comments

Parting scenes of DeLand Showcase 2017 (top left, clockwise): Aerosports represented both Bushcat and Sling; SeaMax’s entire team greeting our video with designer Miguel Rosaria waving; Bede’s BD-17 single seater with Pipistrel’s Virus behind; and, Glasair’s sleek Merlin LSA.

As some were starting to pack out on the later hours of the last day, Videoman Dave and I did a quick race around all the airplane exhibits. We’ve done this before and viewers seem to like it as it provides a bit of information about many airplanes while providing an overview of how the event appeared.

The video speaks for itself and we hope you enjoy.

I marvel at how efficiently and quickly Videoman Dave assembles these videos. This one was especially fast but he will be putting some major hours assembling a whole batch of perhaps 30 new interviews plus several fresh Video Pilot Reviews (VPRs). Each one of the latter can take an entire week or more of effort to edit into something you enjoy.

I urge your support of his very popular video channel (a claim I make on his behalf as folks spend one and a half million minutes a month watching!). If you like what you see, please consider supporting his channel. You can sign up for a year — an excellent value — or you can take a lifetime subscription — which is such a good deal I don’t know why you haven’t already acted. Do so before he changes his mind about the lifetime deal.

Meanwhile, enjoy DeLand on the last day of the event…

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If you did not get to DeLand Showcase 2017, the second running of this new LSA, light kit aircraft, and ultralight show, we’ve given coverage with more to follow, but you might really like the quick view of most aircraft on exhibit at the event just concluded. As some were starting to pack out on the later hours of the last day, Videoman Dave and I did a quick race around all the airplane exhibits. We’ve done this before and viewers seem to like it as it provides a bit of information about many airplanes while providing an overview of how the event appeared. The video speaks for itself and we hope you enjoy. I marvel at how efficiently and quickly Videoman Dave assembles these videos. This one was especially fast but he will be putting some major hours assembling a whole batch of perhaps 30 new interviews plus several fresh Video Pilot Reviews (VPRs).

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DeLand Showcase 2017 Records Growth — Customers Flew & Bought — Vendors Smiled

By Dan Johnson || November 12, 2017 4 Comments

The Sport Aviation Village is where DeLand airport is developing a manufacturing hub of interest to producers. Skydive DeLand is one the most active parachute operations in the world.

What more could you ask? Well, that depends.

Customer traffic “was up every day over the same day last year,” observed show director Jana Filip. That is certainly trending the right direction. Was it enough growth to satisfy a key component of these shows, the vendors? That depends on whom you ask.

Aerolite 103 recorded a good show, topping off a strong year.

One prominent company told me they did not know if they’d be back next year, but few will be surprised to see them return anyway. After spending money on the exhibit space and the logistics of moving aircraft, preparing for the show, and housing staff on-site, vendors seem ever to yearn for more “foot traffic.” While acknowledging the yearning, most sales pros know that the question that truly counts is… Did enough customers show enough interest that you took orders or at least obtain qualified leads?

Customers want to know, “Will I find aircraft and aviation gear I find interesting and will I be able to speak to the representatives to get my questions answered?” Others ask, “Can I get a flight or two or three in aircraft that interest me so I can make a better purchase decision?”

The answer to both the last questions is emphatically, “Yes!” In fact, I believe these focused-venue shows are quite good at putting buyers and sellers together in helpful ways. That’s why they succeed, even while being smaller in footprint and traffic.

Fly 2 Buy

When we customers get questions answered, we make purchase decisions. If we get to fly aircraft, we move closer to a flying machine catching that can fulfill our dreams. DeLand succeeded in this important respect.

Lots of folks spent time checking our aircraft of interest, such as this Super Petrel LS.

Several vendors with whom I visited near the end of DeLand #2 said they had sold aircraft and/or gotten good leads. Of course those folks will return next year — show dates were announced: November 1-2-3, 2018.

In my view as a reporter who attends 8-10 shows a year, what makes these smaller, focused-venue events worthwhile is precisely that they do not have immense crowds. Two main reasons explain why.

First, those who do attend are clearly interested since, for example, these events have no aerobatic airshow acts or flocks of warbirds to admire. If you go to Midwest, DeLand, or Sebring, it is because you like light aircraft kits, LSA, ultralights, or the gear used on these flying machines. Others come for the forums or workshops oriented to these aircraft types.

Engines are always a good draw, for example, Mark Kettering’s AeroMomentum. We shot a video about their new engine models.

Yes, it’s true that people who go the the giant airshows to see warbirds may, probably by chance, see a shiny new LSA they could end up buying. However, the odds are far greater that they’ll walk right past the LSA or kit-built lightplane by en route to the warbirds or whatever other aviation sector attracts their interest. Does that huge amount of foot traffic do a vendor any good? I’m not sure it does. Do you have to pay for it? Absolutely… both vendors and attendees spend more at the big shows. The payoff can be that a company gets more media attention or some other benefit, but the cost is a sure thing. Smaller shows cost less. The people trying to sell us the most affordable aircraft have to watch expenses closely.

Secondly, customers who attend these focused shows can generally get all the face time they want with the representative of a certain aircraft brand or flying accessory developer. They can ask detailed questions and get relaxed, friendly, thorough responses. At big events like Sun ‘n Fun or Oshkosh, the crowds are often so thick that you can’t get to a company rep’ or they can’t take the time to give a full answer to your question. Taking a demo flight at the biggest shows can be very time consuming — although it’s much better at the lightplane areas contained in each of the major events.

I love the big shows just as most of us do. They are certainly important events. Yet the smaller shows are where the action is given their focus on a single sector (light planes). Thanks to Midwest, Copperstate, and DeLand this fall. Welcome to Sebring 2018 in January!

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The second year of the DeLand Showcase is over. Most folks I asked judged it a success. Year #2 year of this three-day event again logged weather that could not have been better. Sunny blue skies dappled with puffy Cumulus clouds, modest winds, and temperatures in the 80s (high 20s C° for our metric readers). DeLand is two for two! What more could you ask? Well, that depends. Customer traffic “was up every day over the same day last year,” observed show director Jana Filip. That is certainly trending the right direction. Was it enough growth to satisfy a key component of these shows, the vendors? That depends on whom you ask. One prominent company told me they did not know if they’d be back next year, but few will be surprised to see them return anyway. After spending money on the exhibit space and the logistics of moving aircraft, preparing for the show, and housing staff on-site, vendors seem ever to yearn for more “foot traffic.” While acknowledging the yearning, most sales pros know that the question that truly counts is… Did enough customers show enough interest that you took orders or at least obtain qualified leads?

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The Triumph of LSA — Helping the Entire World of Aviation (that’s no exaggeration!)

By Dan Johnson || November 10, 2017 Leave a Comment

[from a talk given at DeLand Showcase 2017…]

Exploring the air in aircraft no one expected. Image of Lockwood Aircraft AirCam.

After more than 13 years of LSA, I believe the industry can stand tall and proud…

Even with more than 140 attractive, innovative, and roomy LSA of every description, much of what makes LSA a strong and worthy addition to aviation is less obvious to many.

Sure, pilots love the nuts and bolts and hearing about performance or flight characteristics of our favorite aircraft but what has really brought LSA to the forefront of aviation… worldwide?

I’m lucky. I’ve had a front row seat to what I consider to be the greatest modern story in aviation.

Since the 1970s, I watched hang gliders evolve into ultralights and ultralights transform into LSA. Then I watched as a worldwide fleet launched into the skies over the past 15-20 years. This has been humbling to experience and a source of constant delight …as well as a source of material for thousands of articles and hundreds of video.

I wish to identify the “Triumph of LSA” through seven bold claims:

LSA lead in aircraft deliveries around the globe
LSA greatly aided development of Type Certified aircraft
LSA stimulated new instrumentation
LSA popularized new safety systems
LSA lead powerplants into the new millennia
LSA encouraged use of modern materials
LSA benefit their local communities

Can LSA go even further? Quick answer: YES! Yet before we talk about the future, let’s look at the 13-year record.

Let me briefly prove each of these 7 claims:

DEFENDING the CLAIMS

1—LSA lead Aircraft deliveries around the globe. Does that sound hard to believe? You must look globally. While the American fleet is around 4,000 aircraft plus used LSA (nothing to sneer at, IMHO), in less than two decades more than 65,000 LSA or LSA-like aircraft have been delivered around the world. This is 3:1 compared to TC Aircraft — 2015 data show 969 Type Certified single engine piston aircraft delivered versus 3,000 LSA / LSA-like. For more detail, see our chart, which tries to account for all these.

2—LSA have aided Type Certified aircraft development. Really? Yes! How? As FAA agreed to rewrite Part 23 rules (used to certify new Cessnas and such), the agency agreed to use ASTM industry consensus standards and used the LSA F37 committee as a guideline to establish the new GA-oriented F44 committee. FAA would not have done this if they didn’t think the LSA idea worked quite well. You’re welcome, GA industry.

Dynon‘s SkyView HDX, the latest from this trend-setting company.

3— LSA massively stimulated new instrumentation. From the first GPS use on hang gliders (surprised?) and the first digital engine instruments on ultralights, we now have gorgeous flat screens on LSA, touch screen digital devices in full color with more information than we ever dreamed… and all while most TC aircraft are still dominated by round analog dials. Plus this explosion of visual data came at vastly reduced prices. As the late night infomercial urge, “But wait, there’s more…” LSA also encouraged developers of synthetic vision, cheap autopilots, cheap AoAs, and more.

4—LSA introduced and popularized new safety systems, most notably whole airframe parachute systems but also “crush zone” (safety cells) technology and more. Airframe parachutes were first invented for ultralights. Today they are widely used in LSA and Germany even has a rule mandating them. Hundreds of lives have been spared by their use giving pilots one more option if things go badly aloft. Yes, Cirrus adopting parachutes certainly helped popularize these systems, but they didn’t lead the parade.

5—Engineers have introduced new concepts in LSA powerplants. Engines lead by market leader Rotax brought concepts like liquid cooling, geared output, and high efficiency. Rotax’s 9-series powerplants produce the same power as a Continental O-200 but with much smaller displacement engines. Lighter, more compact powerplants made aircraft design easier and sleeker. Most recent developments include the electronically-controlled, fuel injected 912 iS, iS Sport, and 915 iS engine (which also incorporates a turbocharger and intercooler). Next: electric propulsion, which will work best on light aircraft like ultralights and LSA initially.

6—LSA promoted use of modern materials. Today Boeing’s Dreamliner is a current example of high-tech material use. Cirrus is another modern success story. Their SR-series used composite but limited carbon fiber. LSA have been using carbon for years; some have more than 90% of the superstrong, lightweight material.

Sky Arrow is the leader in hand control aircraft helping disabled pilots take to the air.

7—LSA benefit their local communities in several important ways. Despite some losses, the LSA safety record has been described by the FAA as “acceptable” …high praise from a regulatory agency. Once LSA manufacturers got used to the system of ASTM standards, manufacturer compliance has been good and improved safety followed. Training systems were improved to aid transition (driven by insurance, not FAA, by the way).

LSA are environmentally friendly demonstrated by low fuel use thanks to high-tech, electronically-controlled engines with fuel burns of most engines in the 4-6 GPH range. Modern electronic engines will soon also allow upload of data to help pilots discover engine issues before the problem even shows itself in flight.

Finally, LSA are quieter with low noise signatures. You may not care abut that too much but airport neighbors certainly do! If we want to base closer to city centers and don’t want a long drive to fly our LSA, we must be accepted by the community.

Can LSA Go Further?

Yes, they can, in fact we may be at the beginning of greater developments. Why do I think this? My belief stems from my work with the Light Aircraft Manufacturers Association and its four initiatives being lobbied to FAA:

Gyroplane SLSA — given their popularity the time has come for factory-built aircraft
Single Lever Control (SLC) — an idea to provide in-flight adjustable props to gain a potent safety advantage with zero pilot workload, thanks to modern engines and new development work
Electric propulsion for 103 ultralights soon and possibly for LSA in the near future
Aerial Work for LSA — this could be big for builders and users of LSA; some commercial applications are reasonable and LSA are excellent candidates for specific kind of aerial work

All these initiatives are still a work-in-process, but LAMA and its partner the U.S. Ultralight Association have seen growing interest from FAA decision makers.

I hope that I have been convincing with these claims. I think LSA enthusiasts need to recognize the considerable accomplishments of this industry in only 13 years. I know I’m impressed with the dedication and inventiveness of entrepreneurs in the light aircraft industry. I hope you are, too.

As you visit an airshow in 2018 and check out all the shiny objects of your flying fancy, please know that when you examine Light-Sport Aircraft you may be witnessing no less than a rebirth of aviation.

This is the Triumph of LSA!

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[from a talk given at DeLand Showcase 2017…] After more than 13 years of LSA, I believe the industry can stand tall and proud… Even with more than 140 attractive, innovative, and roomy LSA of every description, much of what makes LSA a strong and worthy addition to aviation is less obvious to many. Sure, pilots love the nuts and bolts and hearing about performance or flight characteristics of our favorite aircraft but what has really brought LSA to the forefront of aviation… worldwide? I’m lucky. I’ve had a front row seat to what I consider to be the greatest modern story in aviation. Since the 1970s, I watched hang gliders evolve into ultralights and ultralights transform into LSA. Then I watched as a worldwide fleet launched into the skies over the past 15-20 years. This has been humbling to experience and a source of constant delight …as well as a source of material for thousands of articles and hundreds of video.

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DeLand 2017 Day One is History; Flying the Evektor Harmony LSA (Video)

By Dan Johnson || November 2, 2017 3 Comments

Long days at the show filled with interviews, photo taking, and discussions with industry leaders and aircraft representatives swallow most of the available time. Yet these brief videos provide quick views and I hope to add more at DeLand and other events. Offer a comment if you like them.

The Evektor Harmony LSA is represented in the USA by Dreams Come True, run by Steve Minnich (who by the way has flown the subject aircraft some 700 hours …though the aircraft obviously has received plenty of care and attention). Dreams Come True is located in Ohio. Steve’s associate in American sales of Evektor products is Art Tarola of AB Flight located in Pennsylvania.

Enjoy this quick look at Harmony LSA

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We spent the first day of the second year of this event zooming around DeLand Showcase 2017 shooting several videos for you and I have a sample MiniVideo for you to view. This short take is modest compared to the more professionally-edited ones my video partner SportAviationMagazine.com will produce from the footage we shot today. Here’s the link to Videoman Dave’s YouTube channel where you can find hundreds more. Long days at the show filled with interviews, photo taking, and discussions with industry leaders and aircraft representatives swallow most of the available time. Yet these brief videos provide quick views and I hope to add more at DeLand and other events. Offer a comment if you like them. The Evektor Harmony LSA is represented in the USA by Dreams Come True, run by Steve Minnich (who by the way has flown the subject aircraft some 700 hours …though the aircraft obviously has received plenty of care and attention).

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DeLand is Approaching… Video Deluge Brings Attention to Exhibitors You Will See

By Dan Johnson || October 30, 2017 Leave a Comment

My video partner must be working around the clock as he prepared a blizzard of videos for release starting November 1st.

As you see in the list below, 20 videos will soon be available. I hope you’ll enjoy them.

Besides giving you info on various aircraft to see at the event, we hope to encourage you to attend DeLand #2. Videos are great and in them we try to ask the questions you would ask and to show you things you’d look for if you attended. Good as videos are, nothing substitutes for you being present to ask and look yourself. I hope you can.

Videoman Dave and I will be on-site all three days of the event. We will likely be a blur in motion dashing from one fetching aircraft vendor to another to gather more article material and video interviews. We also hope to record more Video Pilot Reports, as we did last year.

Mark Your Calendar… Videos: November 1st — Show: 2nd-3rd-4th

According to a local newspaper, “More than 6,000 people are expected on the DeLand Municipal Airport Thursday, November 2 through Saturday, the 4th, to inspect more than 100 aircraft.”

The reporter went on to say that DeLand expects to “top the 1,000 flight operations recorded last year.”

Hours all three days are 9 AM to 5 PM. General admission for adults costs $20 each day, or $40 for a three-day pass. Lower prices are available for youth aged 11-17 and kids under 10 get in free. The entrance and free parking for DeLand Showcase are off Industrial Way on the northwest side of the airport.

Here’s the posting schedule for the gusher of videos you can watch. All these aircraft are expected at DeLand.

Photo courtesy Tecnam by Philip Whiteman

Nov. 1, 2017 5 a.m. Tecnam Astore — Tecnam’s low wing update that celebrated the 65th anniversary of this leading Light-Sport Aircraft producer from Italy. Tecnam is likely the world’s leading producer of these aircraft and Astore is one of their newest.
Nov. 1, 2017 6 a.m. Zenith Aircraft — The 25-year-old kit company’s CH 750 Cruzer is the speedier version of their ever-popular CH-701 and CH-750 models sometimes referred to as the Sky Jeep. It may not be shapeliest light aircraft but it can get out of the shortest airstrips.
Nov. 1, 2017 7 a.m. Aeroprakt A22 — From Ukraine comes one of the great bargains in light aviation with prices well below $100,000. The aircraft is also obvious for its major use of clear panels that assure wonderful visibility. Take the yoke and see for yourself.
Nov. 1, 2017 8 a.m. Aerotrek A220 A240 — The steady-Eddie of the LSA segment may be Aerotrek run by the ever-affable Rob Rollison. Through up years and down, Rob sells Aerotrek tricycles or taildraggers on a sane, predictable schedule that buyers appear to prefer.
Nov. 1, 2017 9 a.m. AutoGyro USA — One class of aircraft buys more Rotax 9-series engine than any other and by a good margin. That class is gyroplanes and AutoGyro is the largest producer. Now, Andy Wall is bringing the brand to America with a fresh, new look.
Nov. 1, 2017 10 a.m. Beringer Wheels and Brakes — Everyone likes get up and go but at the end of a flight you have to get down and stop. Beringer has leading expertise in abundance and offers beautiful, versatile systems to help you roll and brake smoothly.
Nov. 1, 2017 11 a.m. Ekolot Topaz — If Topaz has not caught your eye yet, you are in for a visual treat. Ekolot’s smooth composite Topaz is as nicely appointed as they come and flies pleasantly to boot. Here’s one that deserves your attention.
Nov. 1, 2017 12 p.m. Evektor Harmony — Harmony follows Evektor‘s SportStar, which will always enjoy the distinction as the very first Light-Sport Aircraft to win FAA acceptance. Harmony takes the highly evolved SportStar to a whole new altitude as one of the sector’s best engineered aircraft.
Nov. 1, 2017 1 p.m. Flight Design CTLS — For nearly every year Light-Sport Aircraft have been for sale, Flight Design‘s CT-series has lead the sales rankings and for good reason. It’s fast, roomy, clean and smooth, and superbly equipped. At DeLand 2017, come meet the new group managing this venerable brand.
Nov. 1, 2017 2 p.m. Groppo Trail — A lot of handsome airplanes originate in Italy, known for its stylish invention. Groppo’s Trail is more the rough-and-ready version able to take on less improved airstrips. Now it’s available in tricycle gear or taildragger form.
Photo courtesy Just Aircraft by Wayne Whitley

Nov. 1, 2017 3 p.m. Just Aircraft SuperSTOL — Just Aircraft was already well known for their popular Highlander but when designer Troy Woodland sharply upped the ante with SuperSTOL, eyes at airshows everywhere turned to watch this outstanding performer. Seeing is believing.
Nov. 1, 2017 4 p.m. KitFox Light Sport Aircraft — One the industry’s most familiar shapes is that of Kitfox, whose several models bear the original appearance even as the current company continues to refine and improve their models. Their airshow models are always superlatively finished.
Nov. 1, 2017 5 p.m. SuperPetrel LS — This is one you tend not to forget as it is a very rare biplane seaplane. While it may have a unique look, it works as well on water as any light seaplane model I have flown. The Brazilian company has a base in Florida, not far from DeLand.
Nov. 1, 2017 6 p.m. Pipistrel Alpha — This Slovenian company is known for their smooth, slender (and long) winged models made entirely of composite structures. Alpha is their most affordable model and you should look it over carefully.
Nov. 1, 2017 7 p.m. Powrachute Powered Parachute — Powered parachutes offer one of the best viewing platforms in all of light aviation. They are also easy to fly and have the lowest hourly requirement to get a Sport Pilot license. Powrachute is the biggest supplier and their models warrant careful examination.
Nov. 1, 2017 8 p.m. Progressive Aerodyne SeaRey — We enjoy several great LSA seaplanes but only one boasts a long track record with a large fleet and that is Searey. Made in kit form only for years, you can now buy one ready-to-fly. Searey is made near DeLand in Tavares, Florida …right on a lake, of course.
Nov. 1, 2017 9 p.m. REV Part 103 Legal Ultralight Trike — Among trikes available, the most deluxe and finished model is Revo from Evolution Trikes. However, this Florida company also made the fabulous Part 103 Rev for those on a budget or just look for solo fun in a well-made trike.
Nov. 1, 2017 10 p.m. RV-12 light sport — From the world’s largest producer of kit aircraft, Van’s Aircraft can now offer a fully built Special LSA RV-12 version through a collaboration with longtime kit-building partner, Synergy Air. Most RV-12s have been sold as kits, at which Van’s is deeply experienced.
Nov. 1, 2017 11 p.m. Sling Light Sport Aircraft — The Airplane Factory-USA represents the Sling models, including the two seat LSA model and a four seat Sling 4 model that is built as a kit. Both fly wonderfully and have proven themselves uniquely by flying around the world, multiple times.
Nov. 1, 2017 12 p.m. SportCruiser — Known to the general aviation crowd as the PiperSport (thanks to a brand they know well), SportCruiser was before and has been since Piper’s involvement a good seller under its original name.

Live! Soon! Go!

Catch all these videos anywhere you like, but even better, make plans now to attend DeLand Showcase 2017. The weather has cooled from summer heat but it should still be in the high ’70s, low ’80s so it should be a great time to look at airplanes and other gear.

As you enjoy all these free videos, I encourage you to visit Videoman Dave’s YouTube channel and click here to support the work. You can see most of these videos featuring Dan Johnson right here.

Compress Post ...

My video partner must be working around the clock as he prepared a blizzard of videos for release starting November 1st. As you see in the list below, 20 videos will soon be available. I hope you’ll enjoy them. Besides giving you info on various aircraft to see at the event, we hope to encourage you to attend DeLand #2. Videos are great and in them we try to ask the questions you would ask and to show you things you’d look for if you attended. Good as videos are, nothing substitutes for you being present to ask and look yourself. I hope you can. Videoman Dave and I will be on-site all three days of the event. We will likely be a blur in motion dashing from one fetching aircraft vendor to another to gather more article material and video interviews. We also hope to record more Video Pilot Reports, as we did last year.

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Do You Avoid Taildraggers …and therefore Kolb Aircraft? This Proven Company Offers Options.

By Dan Johnson || October 22, 2017 3 Comments

In the world of kit aircraft a few companies stand out for having delivered many kits that have launched into the air. Leading the success stories is Van’s Aircraft at nearly 10,000 flying — with around double that number of kits shipped. Van’s is trailed by Rans Aircraft, Kitfox Aircraft, and Kolb Aircraft.

Kolb estimates about 8,000 of their various models are flying today, a strong enough figure to make the Tennessee company one of the shining lights in the field of light kit aircraft.

However, Kolb has always had a problem. They build taildraggers.

After generations of pilots were trained in tricycle gear airplanes, many pilots aren’t sure about their ability to handle a taildragger. When landed other than straight and true, a tricycle gear airplane auto-corrects, swinging toward the nosewheel. A taildragger can, if handled poorly, result in the dreaded ground loop, meaning that the tail can swing to the side, potentially causing a wingtip to touch the ground.

Kolb models have such a shallow deck angle (meaning the nose does not sit well above the tail) so this taildragger “problem” is almost invisible, but that doesn’t change the fear many pilots have for the once-standard gear arrangement.

Kolb’s TriGear FireStar to the Rescue

Offered after years of a tandem setup, Kolb’s FireStar II SS is a side-by-side version of the FireStar II. More recently, the company offered a tricycle gear version …one that retains the tailwheel even if you don’t use it. This gives a landing gear versatility almost unmatched in aviation. You can land on three front wheels or use the tailwheel if you wish to explore this difference.

FireStar II delivers “great climb performance with the Hirth 3202 engine but can be fitted with the Rotax 582 engine,” said Kolb’s Bryan Melborn. Hirth is the standard engine for the FireStar II SS mated to a 2.58:1 gear reduction drive swinging a 66-inch diameter fixed pitch propeller. This combination gives outrageous climb performance (as our video below demonstrates) with a top speed of 80 mph.

“It takes very little power to maintain minimum flying speed in a FireStar II SS,” Bryan added, “and such slower flying is more enjoyable because of engine noise and fuel consumption are at a minimum.”

Handling Kolb aircraft is a wonderful experience. Like all Kolb models, FireStar II SS uses traditional cable and push-pull tube controls which yield a solid feel. Half-span ailerons offer good roll authority at higher speeds while still being powerful enough at lower speeds to retain roll control even through a stall.

“Optional hydraulic brakes provide for sure stops so the FireStar II SS can be landed and stopped in very tight areas,” noted Bryan. Differential braking using heel pedals allows for a tighter turning radius which further improves excellent ground handling.

Previous customers who built the older tandem configuration are not left out. Bryan said, “We use stock FireStar wings and tail feathers, so if you own a FireStar II tandem seat, you can purchase a new cage and a boom tube from Kolb Aircraft and fit your wings, tail feathers, engine, and instruments to it and convert to side by side. Call the factory for details or send an email.

Like all Kolb aircraft, the FireStar has folding wings and tail which allow for easy storage or trailering. “The tail folds up and the wings fold back along the fuselage in about 15 minutes by one person,” Kolb advises. “Everything stores right on the airframe.”

With gross weight of 850 pounds and slow stall speed, a two-place FireStar II is sold as an Experimental Amateur Built aircraft. It qualifies to be flown using a Sport Pilot certificate or your higher certificate exercising the privileges of Sport Pilot.

Broadening the Tri-Gear Lineup

At Sun ‘n Fun ‘n Fun, we did a video interview with Bryan to announce that Kolb now offers the Part 103-legal Firefly model with the tri-gear setup. Hear and see more below…

Compress Post ...

In the world of kit aircraft a few companies stand out for having delivered many kits that have launched into the air. Leading the success stories is Van’s Aircraft at nearly 10,000 flying — with around double that number of kits shipped. Van’s is trailed by Rans Aircraft, Kitfox Aircraft, and Kolb Aircraft. Kolb estimates about 8,000 of their various models are flying today, a strong enough figure to make the Tennessee company one of the shining lights in the field of light kit aircraft. However, Kolb has always had a problem. They build taildraggers. After generations of pilots were trained in tricycle gear airplanes, many pilots aren’t sure about their ability to handle a taildragger. When landed other than straight and true, a tricycle gear airplane auto-corrects, swinging toward the nosewheel. A taildragger can, if handled poorly, result in the dreaded ground loop, meaning that the tail can swing to the side, potentially causing a wingtip to touch the ground.

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AviNation …More than a Clever Name, Effort Aims at Inspiring Young Pilots

By Dan Johnson || October 18, 2017 Leave a Comment

Every pilot I know… every aviation organization… every aviation government official… all acknowledge the same requirement for the future of aviation. We need more younger people entering this activity that we current pilots enjoy so much. I feel sure you agree.

However, despite the efforts of many smart people over many decades, the number of younger folks in aviation is smaller than we might like.

Now, let’s be clear. This is not an epic failure. We do have younger pilots involved today. Do you doubt this statement? If so, you are not alone but you may be wrong.

Consider this part of an article I published earlier: “Most pilots I know think the pilot population is graying quickly and that we may be in danger of running out of pilots. [The statistics on American aviators] say otherwise. The biggest single category may be [the one] you expect with those aged 50-64 counting 179,277 pilots. …but the surprising second-largest segment is close behind. Those aged a young 20-35 years old number 173,396 pilots. The 35-50 cohort is much smaller, perhaps as they are busy raising families and paying for mortgages and college educations for their kids.”

Let me repeat for emphasis. The second-largest group of pilots in an age range (20-35 years old) is almost as large as the one we think dominates (50-64 years old). Notice that each group contains pilots from a similar age range (15 years).

Even if you accept those figures, it remains true that we need more young pilots.

EAA Young Eagles program has been an unqualified success, flying more than two million youngsters. Great job, EAA! The bad news? Not very many of those two million kids has entered aviation.

So even with aviation’s best and brightest minds working on the problem, not many kids are learning to fly and making aviation their passion or their job. The airlines are certainly concerned and so are many current pilots, myself included.

Room for Another Solution

One man is working to change the “youth problem” in his own unique way. You may already know him from his days directing the Aviators Hot Line enterprise and its Light Aviation division. His name is Jacob Peed and following are his words about his newest project, which I am pleased to support.

Jacob wrote, “All too often these days you see companies and organizations with no plan for the future. There is no thought to what happens down the road. Industries can also suffer the same fate as businesses when they fail to appeal to youth or attempt to solicit the next wave of young people to continue to grow their industry.

“AviNation is about the future. It’s about the next generation of aviation advocates, professionals, educators and innovators. AviNation Magazine is here to generate excitement and interest in aviation.

“I have been involved in both the publishing industry and aviation industry in one way or another for my entire life. I’ve seen how publications can truly impact and help industries thrive. AviNation Magazine is the right magazine at the right time.

“AviNation is published four times a year and is distributed to FBOs, universities and trade events throughout the country, connecting advertisers and contributors with industry professionals, enthusiasts and of course, those that will continue to push the industry forward.

“AviNation, a special opportunity for a special industry.”

In case you hadn’t figured it out, AviNation is a publication whose sole purpose is to work the levers needed to bring more young people into aviation. It is not some aviation magazine or website with overly-technical, jargon-riddled articles about the equipment on aircraft or the details of earning an instrument rating. Its purpose is to reach and inform younger Americans in the hope of bringing them into aviation.

I think this is a very worthy goal and I hope you will join me in supporting Jacob Peed and his AviNation. We need the charge he has chosen to lead!

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Every pilot I know… every aviation organization… every aviation government official… all acknowledge the same requirement for the future of aviation. We need more younger people entering this activity that we current pilots enjoy so much. I feel sure you agree. However, despite the efforts of many smart people over many decades, the number of younger folks in aviation is smaller than we might like. Now, let’s be clear. This is not an epic failure. We do have younger pilots involved today. Do you doubt this statement? If so, you are not alone but you may be wrong. Consider this part of an article I published earlier: “Most pilots I know think the pilot population is graying quickly and that we may be in danger of running out of pilots. [The statistics on American aviators] say otherwise. The biggest single category may be [the one] you expect with those aged 50-64 counting 179,277 pilots.

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You Love YouTube Videos. We Love YouTube Videos. See a Batch as DeLand 2017 Arrives!

By Dan Johnson || October 9, 2017 Leave a Comment

Like literally billions of other people, I’ve come to depend on YouTube videos, whether for pure entertainment or when I’m trying to fix something in my house or on my car. As you probably know, YouTube will almost certainly have not one video to help or delight you, but dozens …on the same topic. More than 300 hours of video are uploaded to Google’s computers every minute of the day, 24×7. Amazing! More than 5 billion videos are watched every day by more than 1.3 billion people (and that’s without China’s 1.3 billion people as the government does not allow YouTube in that nation).

However, this post is not to sing the praises of YouTube but to bring to your attention the yeoman’s work done by my video partner, Dave Loveman, whom I’ve come to call “Videoman Dave,” because unlike yours truly, he tends to shy away from being the on-camera guy or even promoting his name.

Videoman Dave …the face you rarely see, yet know.

If you are one of more than 32,000 subscribers to his YouTube channel, you already know this man is one of the most prolific videographers in all of aviation and one of the top among any group you can cite.

You get to see me in many of his videos — we’ve done more than 500 together, since beginning in 2008. However, I’m just the so-called “talent,” where Videoman Dave is the person that assembles, edits, and publishes videos in great quantity and with excellent quality. Many people have shot video or told worthwhile stories using this medium. A smaller number of video producers have created excellent shows with high production values. Yet few to none of which I am aware have so consistently for so long produced so many videos of interest to so many pilots …especially those of us who enjoy light aviation — LSA, light kits, or ultralights.

In the light aviation community, Videoman Dave is the top performer, though I admit to some bias here.

What’s Valuable about this Work?

Before any of the light aircraft shows, Dave releases a veritable flood of new videos that highlight specific aircraft you can expect to see at these events. The upcoming DeLand Showcase — starting in less than a month, running November 2-3-4, 2017 — is no exception.

Photo courtesy Roy Beisswenger of Powered Sport Flying magazine

Below you see one of the first but listen to this. He has already produced and uploaded another seven videos and plans to continue this pace right up until DeLand starts. See a new one every other day!

I hope you can attend this final show of the calendar year but it is one of several great light aviation events happening during the September to January period (in date order: Midwest LSA Expo, Copperstate, DeLand, and Sebring LSA Expo). If you attend any of these, you are likely to see Videoman Dave and me running hard from exhibit to exhibit covering the best and most interesting aircraft at these shows. (If we don’t stop to say hello, please excuse us; we try to get the most out of every day and that means we are in nearly constant motion.)

If you like the videos you see on Videoman Dave’s YouTube channel, I urge you to subscribe and help keep them coming. If you’ve ever tried to edit a video you know how many hours are invested to produce a single 5-minute video. Now remember he has done more than a thousand on aircraft and topics of particular interest to the light aircraft enthusiast crowd. Subscribe annually or pay once for lifetime access (a terrific, money-saving deal, BTW). You’ll be supporting a most worthy effort, in my humble opinion!

Compress Post ...

Are you a YouTube fan? I don’t mean the company or its owner Google/Alphabet (which has removed videos for reasons only a YouTube censor could comprehend). What I’m a fan of is YouTube content creators. Like literally billions of other people, I’ve come to depend on YouTube videos, whether for pure entertainment or when I’m trying to fix something in my house or on my car. As you probably know, YouTube will almost certainly have not one video to help or delight you, but dozens …on the same topic. More than 300 hours of video are uploaded to Google’s computers every minute of the day, 24×7. Amazing! More than 5 billion videos are watched every day by more than 1.3 billion people (and that’s without China’s 1.3 billion people as the government does not allow YouTube in that nation). However, this post is not to sing the praises of YouTube but to bring to your attention the yeoman’s work done by my video partner, Dave Loveman, whom I’ve come to call “Videoman Dave,” because unlike yours truly, he tends to shy away from being the on-camera guy or even promoting his name.

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DeLand Showcase #2 Coming in Early November… What to See

By Dan Johnson || October 7, 2017 Leave a Comment

Given a successful Midwest LSA Expo, you could say the “LSA show season” is underway. This is proven by the upcoming DeLand show — the second annual event — followed by the 14th Sebring LSA Expo. Even before DeLand, for those in western U.S. states, is Copperstate (which is not a pure play LSA event but does have a good representation of them).

DeLand Showcase’s location on the airport was used to gather and organize a large fleet of electrical grid repair trucks after Hurricane Irma.

Why go to DeLand over November 2-3-4 of this year?

Several reasons come to mind. First, Showcase executive Jana Filip — who earned her stripes managing Sebring for several years — said exhibitor sign-up has been strong, meaning you can see many great light aircraft …more on that below. Second, weather in early November in Florida should be marvelous, even as the northern states head toward winter. Third, DeLand is one of those aviation-sports airports featuring one of the world’s most active sky diving operations. It is also home to builders of light aircraft — U-Fly-It and their Aerolite 103 plus Aero Adventure and their Aventura seaplane kits. Either offers some of the most affordable prices in aviation.

Need more? How about forums, seminars, and plenty of avionics and other gear suppliers, airshow food, and special attractions. A key feature, as with Midwest LSA Expo is the quick availability for demo flights. In minutes you can be airborne. Here in Florida the natives say, “All y’all come on down!” That means you!

What Airplanes to See

I won’t try to predict all you might get to see, but here are three aircraft of particular interest, each in its own way.

Seamax LSA Seaplane — We welcome back to the LSA space Brazil’s Seamax M-22, now with folding wings. After emerging from under a takeover cloud Seamax is roaring back in business, complete with a new U.S. base of operations.

The company “will be displaying and delivering our aircraft Serial Number 149 at this year’s DeLand Showcase.” They added, “Our Brazilian team, including Seamax designer Miguel Rosário will be ready to answer your questions.”

Launching their U.S. presence, “Seamax will be delivering the M-22 regularly, landing our first M-22 at DeLand [and] ready to accept orders as our production in Brazil is ramping up.” Shortly after the new year starts, Seamax will start final assembly operations in Daytona Beach, Florida. “We will ship the Seamax, manufactured in Brazil, to be assembled in the USA.” Factory-trained staff will add engine, prop, and avionics at their facilities at Daytona Beach, on the campus of Embry Riddle Aero U.

“Our new building, located in São João da Boa Vista’s airport in São Paulo, is allowing us to ramp up production fast so we can satisfy our future customers soon,” finished the company statement.

Flight Design USA — One of the most successful U.S. importers is a Connecticut-based company, run by one of the most respected names in Light-Sport aviation, Tom Peghiny. If you feel you haven’t heard enough about them and him lately, that’s because Flight Design, the German company has been through a top-to-bottom reorganization. Now, they’re back and you can see them at DeLand!

We saw AeroJones representing the company at DeLand #1 (2016) and that Taiwan enterprise continues strongly as it enlarges CTLS production to serve customer sales in many countries, including China. I’ll have more about AeroJones early in the new year.

Flight Design USA is the name that kept the CTLS and CT-series atop the market share chart for a dozen years, before bowing to CubCrafters in 2016 while undergoing the German court-ordered reoranization.

If you’ve been waiting to get the latest news about this important brand, come speak to Tom and new Flight Design director, Lars Jörges at DeLand.

Aeropilot L600 and New FX1 — I’ve been telling you about L600, a scale-model representation of Cessna’s popular Cessna 182 Skylane …only at a fraction (something like one-eighth!) of the cost. You can see L600 at DeLand but you can also hear what U.S. importer Deon Lombard has to say about a new entry headed America’s way.

Deon recently visited Italy with another pilot to examine and fly the FX1 and reportedly came away excited and impressed. I’ve written about this handsome Italian aircraft, a follow-on to their 1990s era JetFox97. I recently spoke with Designer Alfredo Di Cesare by phone and I am more than a bit intrigued to see and fly this latest iteration of a proven design.

Aeropilot USA will not yet have an FX1 on display in DeLand. Alfredo said he is finalizing work to comply to the ASTM standards that allow FAA acceptance. He’s already earned German “ultralight” approval, a good preparation for showing compliance with ASTM.

Last year, DeLand had a full roster of airplanes both new and familiar. The event, organized by Jana aided by (husband) Gary Filip with oversight from airport manager John Eiff, put on a superb first-year event. I expect DeLand #2 to be even better.

I’ll be present every day shooting new YouTube videos with Videoman Dave and capturing article material. I hope to see you in Florida …soon!

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Given a successful Midwest LSA Expo, you could say the “LSA show season” is underway. This is proven by the upcoming DeLand show — the second annual event — followed by the 14th Sebring LSA Expo. Even before DeLand, for those in western U.S. states, is Copperstate (which is not a pure play LSA event but does have a good representation of them). Why go to DeLand over November 2-3-4 of this year? Several reasons come to mind. First, Showcase executive Jana Filip — who earned her stripes managing Sebring for several years — said exhibitor sign-up has been strong, meaning you can see many great light aircraft …more on that below. Second, weather in early November in Florida should be marvelous, even as the northern states head toward winter. Third, DeLand is one of those aviation-sports airports featuring one of the world’s most active sky diving operations.

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Secret Success of Light-Sport Aircraft

By Dan Johnson || September 28, 2017 Leave a Comment

A good friend in aviation journalism and Editor-in-Chief of Plane & Pilot magazine is Robert Goyer. We’ve known each long enough to have stood around years ago at South Lakeland Airpark waiting to fly this or that new ultralight.

Flight Design C4 prototype

In his Going Direct column earlier this month, Robert wrote an editorial about FAA’s Part 23 rewrite project. Using an LSA viewpoint, I wanted to add some commentary to his observations. My goal here is twofold: (1) Show how success with LSA led to good things for other aircraft sectors, and (2) Show how LSA continue to significantly outpace sales of Type Certified Single Engine Piston aircraft.

Robert wrote, “The FAA announced earlier this week that the Part 23 Rewrite has taken effect. This means that the rule, which gives manufacturers leeway to employ what are known as consensus standards to meet airworthiness standards instead of the FAA’s prescriptive rules. Those rules have been set in stone for decades [but the new regulation] will allow makers of planes that are sub-250-knot models to use industry standards. The effect will likely be a far cheaper certification process for these aircraft makers, hopefully without any decrease in safety.”

My comment — For several years, industry with FAA participation has been working on standards to certify new GA planes. These people are using the significant success of Light-Sport Aircraft following this method. LSA accident rates are, to use FAA’s preferred term, “acceptable” — which is fairly high praise from the agency.

Tecnam‘s P2010 has FAA approval and are being sold in the USA and around the globe.

Those standards, devised by industry engineers and interested private parties, have proven very solid in assuring good, reliable, airworthy aircraft. They are also credited with keeping LSA below $200,000 (with two exceptions that I know) and often under $100,000. Prices that low are far back in GA’s rear-view mirror. Some folks complain about LSA prices but the most expensive of them are much less than the lowest priced Type Certified single engine piston GA airplanes.

Perhaps most importantly, these standards are not just for the USA. They are being used by a growing number of countries. This is vastly cheaper for LSA manufacturers than going country-by-country to gain approval. That gives those builders a larger, almost-global market, which keeps them afloat and helps them keep their prices more affordable, which is good for LSA buyers anywhere.

Robert wrote, “Existing models of new planes aren’t selling fast because there are only so many people with the financial ability to pay for a half- or three-quarter-million-dollar plane.” He summarizes saying, “I don’t see anything in the new rule that will cut down on the expenses [of] engines, props, tires, electronics, wiring, paint, upholstery, plastics… All of those costs will be unaffected by the rule, so that won’t affect the bottom line. The thing that will affect the cost of producing new planes is the lower cost of compliance, which represents a sizable chunk of the whole, though how much is hard to say.”

Pipistrel’s super-sleek Panthera.

My comment — When I heard the price tag for a single engine, fixed gear Cirrus almost hit $1 million — for an admittedly superbly-equipped aircraft — I realized our LSA prices from $39,000 to $247,000 were much closer to the budget of most pilots I know. I’m amazed how Cirrus keeps selling so many airplanes but it is not their lesser priced models bringing their success. A new Cessna 172 Skyhawk costs more than $400,000, and while a Maule is much less, LSA is still the place where bargains on new airplanes are found.

Further, LSA are commonly equipped with instruments you rarely find in any used GA airplanes. The average age GA plane — some 40 years old — has no digital instruments, no autopilot, and no airframe parachute. They use 1950s-era engines that burn only avgas at the rate of 8-20 gallons an hour. Contrarily, nearly all LSA have flat screens or one sort or another and they fly nearly as fast as a C-172 on half the fuel, which can be auto gas for around half the price per gallon. Even ADS-B Out gear is fairly common in LSA whereas in GA, most have still not so equipped even with the deadline looming.

Interior of The Airplane Factory‘s Sling 4. It flies using a Rotax 914 Turbo.

Robert concluded, “Why can’t a new four-seater come out built with new materials, utilizing innovative un-certified avionics, and perhaps a whole-airplane recovery parachute system? In essence, for small planes, Part 23 could be very much like Light Sport’s big brother. And by looking at LSA sales, we know pretty much how much those planes will cost: A four seater using these innovative certification and design approaches will cost $250,000 and up. That’s not cheap, but it’s a lot less than many traditionally certificated planes are going for today. Don’t misunderstand me. I hope that I’m wrong, that a slew of new manufacturers arises, putting out cutting-edge models that will go for $150,000 a copy or less. If that happens, we could see a change in the little airplane game yet, with lots of new, lower cost models. That’s a change we’d all like to see. Fingers crossed.

Sling 4 is rare among four seaters to use Rotax power, but it works very well.

My comment — “Light Sport’s big brother” …indeed. A few of these might be called “LSA 4” or “Light GA” airplanes but four seaters as seen in the nearby photos are basically enlarged versions of a LSA design. I think Robert is right about the price estimate and we’ll see how that unfolds. Certainly, though FAA’s rewrite of Part 23 should help four seater sales.

I’ll close by showing our Global LSA Chart for the number of LSA operating. With annoying regularity, some underinformed people tell me they hear LSA sales are stagnating. While they are only steady in the USA (not that “steady” is a curse), you get an incomplete picture unless you include the whole world. See this article for details, but here’s two important facts:

LSA sold an estimated 3,000 aircraft in 2015 where in the same year worldwide deliveries of single engine piston certified aircraft numbered 969 units. Also, see the final chart in the above linked article.
More than 66,000 LSA or LSA-like* aircraft are flying around the globe. Most of these have been sold in the last 15-20 years, a delivery pace far faster than all GA-SEPs. I expect this trend to continue.

For those intrigued by the numbers here’s another article on worldwide aviation statistics.

Happy flying LSA or light kit aircraft lovers! You are in aviation’s sweet spot. Enjoy!

* “LSA-like” is a term describing aircraft that very much resemble America’s LSA but may not be called that because each country has its own definitions.

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A good friend in aviation journalism and Editor-in-Chief of Plane & Pilot magazine is Robert Goyer. We’ve known each long enough to have stood around years ago at South Lakeland Airpark waiting to fly this or that new ultralight. In his Going Direct column earlier this month, Robert wrote an editorial about FAA’s Part 23 rewrite project. Using an LSA viewpoint, I wanted to add some commentary to his observations. My goal here is twofold: (1) Show how success with LSA led to good things for other aircraft sectors, and (2) Show how LSA continue to significantly outpace sales of Type Certified Single Engine Piston aircraft. Robert wrote, “The FAA announced earlier this week that the Part 23 Rewrite has taken effect. This means that the rule, which gives manufacturers leeway to employ what are known as consensus standards to meet airworthiness standards instead of the FAA’s prescriptive rules.

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Midwest Light-Sport Aircraft Expo 2017 — Another Success!

By Dan Johnson || September 26, 2017 Leave a Comment

On-site classes were held to educate folks about the unique fun features of gyroplane flying. All photos by Roy Beisswenger of Powered Sport Flying magazine.

It’s over …yet it’s just begun. I refer to the Midwest LSA Expo, which, you might say, kicks off the LSA show season including light kits and ultralights in addition to LSA. Midwest runs in the first weekend in September, followed by Copperstate in October, followed by DeLand in November, and climaxing with the granddaddy of these shows, Sebring, in January.

Copperstate has more than LSA and light kits but it has a focus on those aircraft. The organizers enjoy such light recreational flying machines so they focus on this segment. That show is coming soon. DeLand will later host the second-annual event. Sebring will be hosting its 14th event. The last is the largest and best established of these and, indeed, has been the wellspring from which the others of these evolved …except for Copperstate, which will celebrate its 45th year in 2017 — impressive!

Demo flying is one of the main attractions of Midwest. Your seat awaits you almost any time you like. Savage is represented by Sportair USA.

All these events have been called small-venue airshows but they aren’t really airshows. They are trade shows; no aerial acrobatics happen except infrequently. Their purpose: to showcase many of the great choices light aircraft buyers have and — perhaps most importantly! — to allow you to take demo flights in as many as you like.

We promote our PlaneFinder 2.0 as a way to narrow your best choices to a few airplanes but to make a smart purchase decision you need to speak to the supplier/manufacturer, examine the aircraft carefully, see how you fit insidem,and, best of all — fly your best picks. Midwest, Copperstate, DeLand, and Sebring offer some the very best places to check all those boxes according to many who attend.

Ninth Annual Midwest LSA Expo 2017

Many vendors, such as Evektor dealer Dreams Come True, have become regular vendors at Midwest… because it works!

Mount Vernon Airport (KMVN) airport manager, Chris Collins, is a key reason why Midwest has firmly anchored itself in the aviation event universe. Chris works very hard to assure all vendors are made to feel wanted and welcome. Attendees to the show see his work and that of his volunteers. The airport terminal facility is excellent with indoor exhibits housed inside right where you enter. The restaurant serves good food all day and Chris always arranges for some special food service. Even the bathrooms are indoors and clean, just like home.

In a phrase, what’s not to like?

These events are not known for having immense crowds but all of those attending clearly want to be present and came knowing they’ll find things they like. This is not the curious, non-buying public (though some of them attend, too). Mostly, this is a dedicated assemblage of light aircraft vendors and light aircraft enthusiasts. Perfect!

All day, every day demo flying. This year’s weather was perfect and manager Chris Collins has found the weather sweet spot for the event. Dennis Long of Aeroprakt USA was regularly seen flying.

Manager Chris summed up the event nicely and I present all his words below just as he wrote them:

“I just wanted to send a quick follow up on the 2017 Midwest LSA Expo. For those that made the trip to Mt. Vernon, Illinois – Thank You! There were many positives:

Three days of the most beautiful weather an event host could ask for! Clear skies, light winds, and comfortable temperatures translated to an incredible amount of aircraft operations — a large percentage being demo flights.
Relevant aviation topics covered by the finest in the industry made for packed forums/seminars. Thank you Carol Para at the Illinois Department of Transportation Division of Aeronautics for managing this segment of the event.
Swift Fuels hit a home run! Thank you Brian Stirm for keeping us supplied. We sold double the amount of MoGas as previous years.
Camping was a hit! The number of people taking advantage of the free camping continues to grow. Beautiful scenery, numerous electrical hookups, showers, and lots of room combined for an overall positive package. The nights featured temperatures in the 50s and full moons!
Airport View launched on an industry wide scale at Midwest LSA Expo. Check it out at www.AirportView.net. Thank you Dreams Come True Aviation, Aviation Insurance Resources, Matco Wheels and Brakes, and Full Torque Propellers for your partnership! Thank you Jacob Peed for using Midwest LSA Expo as an example!
The Global War on Terror Traveling Wall of Remembrance was erected on Saturday morning. Although not industry related, the Wall reminded us of the lives lost (military and civilian) in the war we will most likely be fighting the rest of our lives.
Patch Lee and Grandma Deb’s BBQ kept the crowd on site until after 6:00 p.m. on Thursday. The opening day hospitality party was one for the Midwest LSA Expo record books. Maybe it was the Patch Lee concert, maybe it was the food, maybe it was the great weather – something kept the crowd on site longer than previous parties.
Demonstration Flights, Demonstration Flights, Demonstration Flights! I know I mentioned this in point #1, but this is what Midwest LSA Expo is all about. Most exhibitors spent a large amount of time in the air. It is the hope of all of us at Midwest LSA Expo that some of these demonstration flights will produce fruit somewhere in the immediate future.

Some aircraft, like Ekolot’s fun little Elf motorglider, made their first showing at Midwest.

“For those that missed the event, there is always next year. Mark your calendars for the 10^th Annual Midwest LSA Expo scheduled for Thursday, September 6 – 8^th, 2018. Since this will be the 10^th Anniversary of the event, there will be some additional promotion.

“One thing that will not change is the focus of the event — Demonstration Flights! Uninterrupted time with exhibitors and demonstration flights will always be the focus of Midwest LSA Expo.

“See you in 2018,” finished Chris!

Vendors come from far and wide, like this Sling represented by The Airplane Factory USA out of California (with midwest dealer support).

With deep regrets, I had to miss this year’s Midwest as I stayed home to cope with the arrival of Hurricane Irma, the largest storm on record. While many others were inconvenienced or worse — and while it was far more difficult for island nations south of Florida — our losses were minor and we are thankful.

However, next year, for the 10th Annual Midwest, you bet I’ll be back!

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It’s over …yet it’s just begun. I refer to the Midwest LSA Expo, which, you might say, kicks off the LSA show season including light kits and ultralights in addition to LSA. Midwest runs in the first weekend in September, followed by Copperstate in October, followed by DeLand in November, and climaxing with the granddaddy of these shows, Sebring, in January. Copperstate has more than LSA and light kits but it has a focus on those aircraft. The organizers enjoy such light recreational flying machines so they focus on this segment. That show is coming soon. DeLand will later host the second-annual event. Sebring will be hosting its 14th event. The last is the largest and best established of these and, indeed, has been the wellspring from which the others of these evolved …except for Copperstate, which will celebrate its 45th year in 2017 — impressive!

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Tecnam’s Shapely P2008 Is Now a Canadian Advanced Ultralight Aircraft

By Dan Johnson || September 20, 2017 4 Comments

P2008 is seen in front of the Sebring, Florida terminal building at the airport where Tecnam’s U.S. operation is based.

Canada is also the #2 nation bringing regular reader to this website. Gotta love those Canadians.

Armed with those facts, I was intrigued to see the announcement from the big Italian company, “Tecnam P2008 now available in Canada.”

A few days back, Tecnam announced that Transport Canada, their equivalent to FAA, confirmed that the P2008 has been added to the Eligible to Be Registered Advanced Ultralight Listing (although the Tecnam model has not been added to their website list at this writing).

“P2008 aircraft may be registered in Canada as of this date,” wrote Civil Aviation Safety Inspector, Craig Davis of Transport Canada on August 14, 2017.

P2008 captured in flight. All photos courtesy Tecnam Aircraft.

An “Advanced Ultralight” is not an American ultralight vehicle nor a European Ultralight — sometimes called Microlight. The last is limited to a weight of 472.5 kilograms (1,040 pounds) with an airframe parachute, as required in Germany. An American ultralight is limited to 254 pounds empty weight, with some allowances for airframe parachutes or float gear.

In Canada, a two-seat Advanced Ultralight is limited to 1,232 pounds, whereas in the USA, Tecnam’s sleek P2008 can weigh 1,320 pounds (600 kilograms).

According to Transport Canada’s regulations an advanced ultra-light aeroplane (AULA) is an aeroplane which:

Is propeller driven;
Is designed to carry a maximum of two persons, including the pilot;
Has a maximum take-off mass of 350 kilograms (770 pounds) for a single place aeroplane, or
560 kilograms (1,232 pounds) for a two place aeroplane;
A maximum stalling speed in the landing configuration at manufacturer’s recommended maximum take-off mass (weight) not exceeding 72 km/h (20 m/s, 45 mph) (IAS); and,
Is limited to non-aerobatic operations.

Tecnam’s four seat conventionally-certified P2010 bears a great resemblance to the earlier P2008.

Tecnam’s two-place composite fuselage and metal wing P2008 has enjoyed success across the globe as an US-LSA and CS-VLA (Very Light Aircraft, a standard that allows more gross weight). “It is now welcome in Canada as an advanced-ultralight,” Tecnam said.

Their P2008 joins the classic P92, P96, P2002 Sierra, and P2004 Bravo as advanced-ultralight Tecnam models available in Canada. “Together with the P2006T twin and P2010 four-seat standard category models Canadian owners now have access across our product line,” noted Tecnam.

“P2008 has found a place for either personal touring or flight school use offering a balanced flight control feel, comfortable cross country ride, and room to stretch out,” the company said. For more information about the P2008 visit their dedicated website for this model.“We have seen considerable interest in the P2008 from pilots in Canada in the past two years and we are pleased that we can show our commitment to the entire North American market by making the P2008 available to those customers,” observed Paolo Pascale, Tecnam’s CEO.

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America’s neighbor to the north is USA’s largest trading partner …yes, bigger than China, or any other single country. It may be hard to accept that exchanges with a nation of 36 million population exceeds China by almost a third, despite that Asian nation’s 1.37 billion persons and its export-promoting government. Nonetheless, it’s true. Canada is also the #2 nation bringing regular reader to this website. Gotta love those Canadians. Armed with those facts, I was intrigued to see the announcement from the big Italian company, “Tecnam P2008 now available in Canada.” A few days back, Tecnam announced that Transport Canada, their equivalent to FAA, confirmed that the P2008 has been added to the Eligible to Be Registered Advanced Ultralight Listing (although the Tecnam model has not been added to their website list at this writing). “P2008 aircraft may be registered in Canada as of this date,” wrote Civil Aviation Safety Inspector, Craig Davis of Transport Canada on August 14, 2017.

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PlaneFinder 2.0 is Working! Find the Best Light-Sport Aircraft for You.

By Dan Johnson || September 19, 2017 5 Comments

The question turns out to be impossible to answer. It is something like asking me, “Which color car is best?” The answer depends on what you want. What I like is nearly meaningless unless your desires are almost identical to mine …and that’s very unlikely. If we spoke long enough at an airshow, perhaps I could learn enough about you — your experience, your home location, your expected use of an aircraft, your spending budget, and much more — such that I might advise you what might work for you.

I would rarely have that much time and even if I did, I only answered the question for one person. That is a definition of inefficient.

Thus came PlaneFinder. Version 1.0 was a series of three articles for EAA Sport Pilot magazine (since discontinued as a publication). The three articles were a lot of work for me, and for readers. At the end, maybe you knew what to buy …but possibly not. It was a worthy first effort, you might agree, but it was not the right solution.

So, PlaneFinder 2.0 followed. In PF2, I created 25 categories that describe aircraft. For each category, you pick a response that works best for you, for example, do you prefer high wing or low wing? All categories were simple, mostly this-or-that answers. With PF2, I tried to make it very user friendly.

If you answer enough categories, the result is you will limit the number of aircraft that match that description. You don’t need to answer all 25 categories. In fact, after you address 5-8 of them, the list will be far shorter, maybe just a handful of aircraft models.

The trick is not picking the best airplane for you. It is eliminating those of lesser interest. As famed fictional detective Sherlock Holmes might say, what you are left with is the solution.

(1) Read more instructions if you are new to PlaneFinder 2.0. ••• (2) Pick any category and mark your preference by clicking the radio button; if you change your mind, an “Ignore” button appears to let you uncheck. ••• (3) See the “Matching SLSA” list for aircraft that meet that choice. Start from scratch by clicking the “Reset the Form” button at the bottom of the page.

Each time you answer one category, the list shortens. Using the high wing/low wing example, you can see that many aircraft will be eliminated. A single aircraft make and model cannot be both. Then answer your choice of seating, side by side or tandem. The list shortens. In a brief time, you are left with a much shorter list and from that you may be able to find a few aircraft you need to investigate more fully. Click on a link for that aircraft to read what I’ve written about it or a video covering that model.

Helping you pick between 3-5 aircraft is far easier than picking between 143 aircraft models that have won FAA acceptance as Special Light-Sport Aircraft. (Note: PF2 applies only to SLSA, not to kits or ultralights.)

PF2 is a lively feature. The “Matching SLSA” list changes dynamically. It can actually be entertaining to click on or off categories to see what remains. Even pilots that are not shopping can enjoy playing with PlaneFinder 2.0.

The source of the information is my evaluation of every aircraft on the SLSA List in all 25 categories, which is almost 3,600 data points. Since most questions are clear choices, any bias I have tends not to show …after all, an aircraft is either a high wing design or it is not. Only a few categories are more subjective.

(1) Hoverover with a mouse, or tap on a device to (2) Read a description of what the category means — most but not all are so described.

One category that is devilishly hard is Price Range. This is not hard to understand. What is the price of a Ford F150 pickup truck? Doesn’t it depend on which of dozens of options you choose? An airplane is no different. Plus, prices change based on currency exchange rates and as manufacturing component costs change.

So, after we moved the older ByDanJohnson.com website (BDJ1) to a new, modern website (BDJ2) that works on smartphones, tablets, and computers, it took some time to make all the details function across all platforms. My webmaster has done a terrific job and PlaneFinder 2.0 is now available for your buying education …or just for fun. Use it however you want. To access, we ask only for your name and email address. Like most of ByDanJohnson.com PlaneFinder 2.0 is completely free. ENJOY!

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When I started this website back in 2004, even before Light-Sport Aircraft officially arrived on the aviation scene, I began by uploading hundreds of pilot reports that had appeared in various aviation magazines. Most were very detailed descriptions of many ultralights (both single and two seaters) and light kit aircraft. After flying nearly 400 models, I had information that most buyers lacked, so I often took questions that were similar to, “You’ve flown all these airplanes. Which one should I buy?” The question turns out to be impossible to answer. It is something like asking me, “Which color car is best?” The answer depends on what you want. What I like is nearly meaningless unless your desires are almost identical to mine …and that’s very unlikely. If we spoke long enough at an airshow, perhaps I could learn enough about you — your experience, your home location, your expected use of an aircraft, your spending budget, and much more — such that I might advise you what might work for you.

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Pipistrel’s Alpha Light Aircraft “Plugs In” at New Charge Station; Fuel by Electrons

By Dan Johnson || September 17, 2017 2 Comments

Article Updated: 9/18/17 (see below)

Electric airplanes continue to catch the headlines… but don’t impact the market much (yet). That may be changing.

You rarely see advertising for Pipistrel, the Eastern European builder of several very sleek Light-Sport Aircraft. The company feels they generate interesting-enough news that media organizations will cover their accomplishments. As this and other articles prove, perhaps they’re right although most publications depend on advertiser support to allow them to provide coverage.

An example of how Pipistrel seduces the aviation press is with an announcement proclaiming their partnership with ride-sharing giant, Uber …specifically about that tech company’s aerial ambitions. At the recent Uber Elevate Summit in Dallas, Texas, “Uber signed a partnership with Pipistrel aircraft producer for large-scale deployment of electric vertical take-off and landing vehicles (VTOLs).” Pipistrel said initial vehicles [will] be used in a flight demonstration by 2020.

“Pipistrel is the only company in the world that builds and sells electric aircraft today … they are a valued partner in making Uber’s VTOL network a reality,” said Mark Moore, Director of Engineering for Aviation. He’s wrong about Pipistrel being the “only company” working on such developments but the impact of his quote is nonetheless impressive.

On another front closer to home, Pipistrel announced working with academic and engineering partners for a “prototype of the first electric charging station for airplanes.”

“The goal of the project was the production and installation of a (public) charging station for electric airplanes, because the need for a stationary type of charging has been shown,” wrote the company.

On August 30th, 2017 the electric charging station was officially turned on at the Pipistrel company and was used to charge one of their Alpha Electro aircraft. The project was “financed by the Ministry of Education, Science and Sport and the European Union from the European Social Fund.”

Technical characteristics of the charging station:
— Capable of charging two electric aircraft at the same time
— Current strength: 2 x 20 kW
— Charge speed: one hour to fully charge Alpha Electro
— Operating voltage 3 phase 400 volts alternating current
— WiFi connection to the network

Big Boys of Light Aviation

In Pipistrel’s 25 years, the Slovenian company has produced 600 aircraft of the Sinus-Virus family (the ones most familiar to Americans) plus 120 aircraft of the Taurus-Apis family (motorgliders and gliders). Together with approximately 500 weight shift trikes — the aircraft that started this company back in Soviet times — Pipistrel has manufacturered about 1,300 aircraft. Update 9/18/17: According to Pipistrel’s Australian dealer, Michael Coates, the numbers on the company website are dated and the aircraft produced total is now 1,260 units. Adding the 500 trikes, their total shipments some 1,750 aircraft.

A few producers have delivered even more in the LSA or LSA-like space, but not many. Italy’s Tecnam is the clear leader, well ahead of all others, followed by German builders such as Flight Design, Icarus Comco, and gyroplane builder, AutoGyro. Honorable mentions are deserved for other players in fully-built aircraft: The Airplane Factory and Jabiru. Big as Cessna and Piper may be in GA aircraft, their success in LSA sales is far smaller than the others mentioned. Based on deposits, Icon may be a future volume leader but their ramp-up is still in process.

We are unable to factor in kits from producers like Americans such as Sonex, Van’s, Rans, or Zenith as they are difficult to accurately count, given widely varying names for each (a homebuilt has the builder’s name as its manufacturer, for example). FAA N-number registration data entry clerks can be excused for not knowing each of these many variations.

With similar regrets and for the same reason, we do not include figures for weight shift trikes, powered parachutes, powered paragliders, or gyroplanes but these add measurably to the total LSA or LSA-like aircraft flying all over the globe.

Will electric aircraft producers change this ranking order? Only time will tell. Meanwhile you can follow our market share data at this link.

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Article Updated: 9/18/17 (see below) Electric airplanes continue to catch the headlines… but don’t impact the market much (yet). That may be changing. You rarely see advertising for Pipistrel, the Eastern European builder of several very sleek Light-Sport Aircraft. The company feels they generate interesting-enough news that media organizations will cover their accomplishments. As this and other articles prove, perhaps they’re right although most publications depend on advertiser support to allow them to provide coverage. An example of how Pipistrel seduces the aviation press is with an announcement proclaiming their partnership with ride-sharing giant, Uber …specifically about that tech company’s aerial ambitions. At the recent Uber Elevate Summit in Dallas, Texas, “Uber signed a partnership with Pipistrel aircraft producer for large-scale deployment of electric vertical take-off and landing vehicles (VTOLs).” Pipistrel said initial vehicles [will] be used in a flight demonstration by 2020. “Pipistrel is the only company in the world that builds and sells electric aircraft today … they are a valued partner in making Uber’s VTOL network a reality,” said Mark Moore, Director of Engineering for Aviation.

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The Airplane Factory USA’s Sling Flying Machine Continues to Climb

By Dan Johnson || September 12, 2017 Leave a Comment

“Oshkosh is all about airplanes, right?” asked The Airplane Factory USA‘s Jean d’Assonville. I loved his remark since that is how we promote ByDanJohnson.com. “It’s all about the airplanes!” is how we modeled our line after Apple’s Steve Jobs famously said, “It’s all about the music,” when promoting iPod (remember those!?) in the early 2000s.

Jean — one of the TAF heroes who has done long portions of the South African company’s several (yes, several!) flights all around the globe — went on to write, “This was my third Oshkosh and what rang true for me is that Air Venture is actually all about people who love airplanes! It is the people who dream them, build them, fly them, polish them, sleep in or under them and just simply love them. Yes, it’s the people!”

Jean is right. The airplanes are the main message here and at AirVenture but they exist to give satisfaction, education, and inspiration to those who fly our wonderful light aircraft.

The Airplane Factory USA’s Sling Taildragger.

The Airplane Factory USA assembled a team of ten to man the stand. “It’s always enjoyable sharing the Sling story because it is a pilot’s airplane that has been refined by pilots for pilots,” observed Jean.

TAF-USA reported that their Midwest SkySports’ build center had two of their beautiful Sling 2 LSA on display. In addition, the Southern California company based at the famous Torrance Airport (near Los Angeles) brought the legendary Sling 4-4-40, a four seat model that was built from a kit in 4 days by 40 people. Their main display was in the kit-centric North Aircraft Display area but TAF-USA also had an exhibit in the ultralight arena, now commonly called the Fun Fly Zone.

Jean discovered a fact of Oshkosh. “As a demo pilot during the Air Venture, it’s really exciting — but quite stressful — flying in the extreme traffic with only 500 feet of vertical separation while only listening (not talking back) on the radio,” he said. “It was worth it, though. Almost everyone that went for a demo flight has purchased or is in the process of purchasing a Sling aircraft or a kit.”

Vastly easier demo flying can be done at events like the just-concluded Midwest LSA Expo in Mt. Vernon Illinois. “Our dealers, Midwest SkySport of Caro, Michigan and AeroSport of Wonder Lake, Illinois were present with their Sling Light-Sport Aircraft!”

Slings have mid-range pricing among all LSA but that makes them, in my opinion, fairly priced. Nonetheless, if you don’t a hundred grand laying on your kitchen counter you might need an option and TAF has one.

“You can now finance a Sling LSA for less than $900 a month*,” the company said. A new Sling is therefore about the same monthly payment as a luxury automobile, although with a longer payment period:

Sling LSA Basic – $135,000 (approx. $880/mo.)
Sling LSA Garmin VFR – $142,000 (approx. $920/mo.)
Sling LSA Garmin IFR – $165,000 (approx. $1,060/mo.)

* With 20% down, 15 year term, fixed rate as low as 5.24% (4.99% with 25% down) through AOPA Finance.

To keep up with demand and spark more TAF-USA hired Barry Jay as North American Sales and Marketing Manager, who will work closely with Matt Liknaitzky and Jean D’Assonville. “Barry comes to us with decades of experience in the general aviation and automotive industries,” said The Airplane Factory USA. Jay has sold new Piper and Mooney aircraft, managed Lexus national advertising and worked with Toyota’s aviation business development department.” A private pilot with over 900 hours, Barry has been a member of the Sling Flying Club for over four years and has been a strong promoter of The Airplane Factory brand. An FAA Safety Team Representative, Barry was also recently reelected to the post of President of the Torrance Airport Association for a twelfth term.

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“Oshkosh is all about airplanes, right?” asked The Airplane Factory USA‘s Jean d’Assonville. I loved his remark since that is how we promote ByDanJohnson.com. “It’s all about the airplanes!” is how we modeled our line after Apple’s Steve Jobs famously said, “It’s all about the music,” when promoting iPod (remember those!?) in the early 2000s. Jean — one of the TAF heroes who has done long portions of the South African company’s several (yes, several!) flights all around the globe — went on to write, “This was my third Oshkosh and what rang true for me is that Air Venture is actually all about people who love airplanes! It is the people who dream them, build them, fly them, polish them, sleep in or under them and just simply love them. Yes, it’s the people!” Jean is right. The airplanes are the main message here and at AirVenture but they exist to give satisfaction, education, and inspiration to those who fly our wonderful light aircraft.

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