The cavernous halls of the Messe truly do contain the aspirations and, let’s be honest, the dreams of literally dozens of designers. There were quite possibly more new types than I have ever seen, and I’ve been attending the Friedrichshafen show for over 20 years. Anyone who claims general aviation is dying would only need to see this show to have their viewpoint radically altered.
Gliding has always been well represented at AERO, and in the show’s 30th year all the major sailplane manufacturers were out in force. For many years AERO was a biennial event and when the organizers made it an annual show, many decided to stick with the biennial schedule and only attend on even-numbered years. There were many different permutations of self-launching and self-sustaining sailplanes on show, which utilized piston engines, electric motors and small jets.
Jonker JS3
South African company Jonker has several versions of the “engine-on-stick” solution for its JS3 single seat high performance sailplane, including an electric motor turning a two-blade propeller and a small jet.Day 3 at AERO: A Look At Sailplanes & Towplanes
The cavernous halls of the Messe truly do contain the aspirations and, let’s be honest, the dreams of literally dozens of designers. There were quite possibly more new types than I have ever seen, and I’ve been attending the Friedrichshafen show for over 20 years. Anyone who claims general aviation is dying would only need to see this show to have their viewpoint radically altered.
Gliding has always been well represented at AERO, and in the show’s 30th year all the major sailplane manufacturers were out in force. For many years AERO was a biennial event and when the organizers made it an annual show, many decided to stick with the biennial schedule and only attend on even-numbered years. There were many different permutations of self-launching and self-sustaining sailplanes on show, which utilized piston engines, electric motors and small jets.
Jonker JS3
South African company Jonker has several versions of the “engine-on-stick” solution for its JS3 single seat high performance sailplane, including an electric motor turning a two-blade propeller and a small jet.
Lightwing AC4
Also of note in the gliding hall was the Lightwing AC4. Looking a little like a stretched C42 Ikarus, the AC4 is built at Stans in Switzerland to Part 21 standards. Powered by a Rotax 915 iS, it was interesting to see how much thought had gone into providing adequate cooling while towing, even though the prop governor has its own dedicated air scoop. Other notable features include a retractable tow rope (there’s an electric winch in the baggage bay) and a rear-view camera, as well as a mirror.
Elektra Solar
A particularly intriguing machine was the Elektra Solar high-performance electric aircraft. Looking very much like a motorglider, this intriguing aircraft features a retractable monowheel, steerable tailwheel and small outriggers, although it is also available in conventional tailwheel configuration. It is typically stored in a trailer in a similar fashion to a sailplane and the company claims it can be rigged by a single person in approximately 45 minutes, although they did not explain the relevance of the individual’s marital status. The 12kW charging system incorporated into the trailer is claimed to be able to recharge a discharged battery within three hours. The manufacturers also claim that one charge equals one hour of flight time. This is almost certainly because of the very advanced aerodynamics, the machine has a high aspect ratio wing and a best L/D of around 25:1. The company claims it can cruise at 65 knots while only consuming only 12 kW/hr. Another intriguing facet was that the trailer also incorporates solar panels for charging the batteries integrated into the trailer.
Blanik Urfin Juice
A particularly unusual electrically powered ultralight glider is the Urfin Juice from Blanik Aircraft, located in Prague in the Czech Republic. This company is the holder of all the Blanik sailplane Type Certificates as well as manufacturing the distinctly distinctive Urfin Juice. This has a best glide ratio of a claimed 27:1 and can cruise at 72 knots. With one battery fitted, it can take off twice to a height of around 600 meters, while if two batteries are fitted it is capable of one hour of powered flight. It certainly did look both intriguing—and fun—while the unusual configuration of a folding pusher prop would undoubtedly pull a crowd wherever you landed.
A-I-R ATOS Wing
Staying with unusual motorgliders, the ATOS Wing from German company A-I-R also looks like it would be a lot of fun to fly. With a maximum takeoff weight of only 260kg (573 pounds)it has a claimed best glide ratio of 28:1 and a very low min sink of only 120 fpm. I think it would also be very safe, as it has an extremely slow stall speed of only 22 knots. Very quick to rig (it’s a bit like a modern tent) it’s powered by a small electric motor turning a two-blade folding prop.
Altus Motorglider
The Altus motorglider is essentially two aircraft in one, as the wing tips are easily interchangeable, changing the wingspan from 36 to 49 feet. The range is over 800 nautical miles, and it is claimed that it can take off in under 500 feet and climb at 1400 fpm. Best glide is a reasonable 24:1 and the Vne is a useful 146 knots. An intriguing option for the Altus purchaser is that it can come supplied with two fold down electric scooters that can be carried behind the cockpit. Powered by a 100-hp Rotax 912 engine, it is available as either taildragger or trigear.
The cavernous halls of the Messe truly do contain the aspirations and, let’s be honest, the dreams of literally dozens of designers. There were quite possibly more new types than I have ever seen, and I’ve been attending the Friedrichshafen show for over 20 years. Anyone who claims general aviation is dying would only need to see this show to have their viewpoint radically altered.
Gliding has always been well represented at AERO, and in the show’s 30th year all the major sailplane manufacturers were out in force. For many years AERO was a biennial event and when the organizers made it an annual show, many decided to stick with the biennial schedule and only attend on even-numbered years. There were many different permutations of self-launching and self-sustaining sailplanes on show, which utilized piston engines, electric motors and small jets.
Jonker JS3
South African company Jonker has several versions of the “engine-on-stick” solution for its JS3 single seat high performance sailplane, including an electric motor turning a two-blade propeller and a small jet.
“It’s designed like a 1300-pound aircraft that’s we’ve modified for two entirely different kinds of flying,” explains Top Rudder’s Chief Engineer George Boney. “It can handle up to 200 hp, but our standard Polini 303 allows for stall speeds under 20 mph and a cruise of 50 for ultralight flying. Or, you can add another fuel tank, a slightly larger engine and tires and have an inexpensive backcountry sport plane that has real STOL capabilities.”
It isn’t only that seaplanes can offer “triphibian” capabilities (a term once promoted by 
Now from 
“In 2007 we displayed the airplane with a rollout in the local concert hall, Tonhallen in Sundsvall,” he continued. “We flew for the first time in 2008.” He observed that they are still flying that same aircraft and the team believes they have this well sorted out and are ready for market.
“We made a lot of modifications and have flown with three different engines,” related Staffan. “Early in the process we replaced the strutted wing with a cantilever wing to offer easy mounting and dismounting of the wings. We made a trailer for ease of moving the airplane to and from the airfield.”
“All modifications were made to the original aircraft… [but we have now] finalized the design of the production airplane in 3D-CAD environment,” Staffan clarified. We have made most of the molds (image) and will start producing kit airplanes in summer 2024. This start of production is a great milestone for us and, of course, is very exciting!”
The airplane is equipped with conventional ailerons controlled with the stick via push-pull rods. The flap is of slotted type with a maximum extension of 45 degrees. A horizontal stabilizer and the elevator are controlled with the stick via push-pull rods. The rudder is controlled with pedals via cables and it extends to become a water rudder controlled with the pedals. Hinges on all control surfaces are of ball bearing type and the elevator is fully balanced.
The fuselage consists of a hull built from aramid fibre and the rest of the fuselage is carbon fiber. Fuselage panels are of sandwich construction and behind the aft seat a main bulkhead with a metal truss distribute the loads from the fuselage to the wings. The cockpit floor is constructed to permit the hull to flex somewhat when landing on water.
The fuel tank is placed in the fuselage and the filler neck is positioned under a lid on the left side. “This is an advantage compared to having wing tanks, especially when taxiing on water,” noted Staffan. “The engine will have good fuel supply without the pilot having to monitor which tank is chosen.”
“We plan to continue to produce and sell aircraft and provide first-rate service, training, and support to our customers,” stated Jerry Meyer, CEO of Icon.
Speaking of KITPLANES, that’s where I come from. In fact, Dan and I have history—the good kind—as he wrote about the then-nascent LSA category for KP back when all this got started. We felt it was important to get smart about the segment since it would intersect with Experimental aircraft. How, exactly, we weren’t sure but it did seem that many existing makers of kits would jump at the chance to series-build airplanes (and they did) and that we might just get some coming the other way (not as much). In any case, even though my recent activities haven’t been so directly involved with production SLSAs, I’ve kept a keen interest in them. So taking over for Dan here represents a comfortable and exciting expansion to my duties over at KITPLANES.
Eventually, career opportunities led me back to motorcycling, then back to airplanes again in 2004 when I was offered the big seat at KITPLANES. I got spooked by the economic issues at the end of the decade and swiveled to playing with two wheels before being lured back in 2018. I’ve been editor in chief of KITPLANES since then, and now add this website to my list of responsibilities. 
Harley Davidson or Rotax — Sounds can be unique and associated with a certain brand. Harley motorcycles have made their sound a trademark, defending it vigorously against wannabe knock-offs.
(SPA) at the 
Although SPA worked hard at community outreach, noting in part that it already used aircraft that operated well under the airport’s noise limits and burned relatively little unleaded autogas (thanks to the Rotax 912 iS engines), complaints continued. At one point last year, SPA management had to fight being kicked off the airport entirely. They needed to do something to go “above and beyond” in order to keep the school running and, indeed, growing.
“We started by changing our procedures,” says Liknaitzky. “We then started reminding people that we had the quietest airplanes on the field. We never busted the noise monitor. But in multiple meetings with the community, we started to listen to what they were saying. They started describing the sound of our airplanes. They said it’s not that our airplanes are loud but the nature of the sound was annoying. This was a turning point for us. We told ourselves that we have to look at the sound quality, not just the quantity.”
After significant study, Sling realized that it wasn’t just the higher frequency sound the combination produces but that it wavered as well, likely the result of acoustics and the Rotax’s high-rpm nature. And they had to get on with a solution because “we’re adding 30 airplanes this year, and we already have 40 in the fleet,” says Liknaitzky.
Surprisingly, the system appears to actually improve the Sling’s performance. The company assumes that the stock Sling-built exhaust actually had too little backpressure and so the new, quieter system gives the Rotax more of what it needs.
So, it is already certain that I will conclude my full-time activities with ByDanJohnson.com on a very high note and I am grateful beyond what I can convey. I had hoped to “go out at the top of my game” and this strong response from visitors is a wonderful send-off.
Please believe me, though, the genuine thanks are from me to you, not the other way around.
Firecrown boss Craig Fuller acquired ByDanJohnson.com (and my alternate domain name of AffordableAviation.com) because he recognized the content’s value. This was reinforced because he owns and flies two LSA (an Icon A5 and a Tecnam Astore). He knows and likes the same kind of aircraft that you do.
