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Watch Three Guys Talk About MOSAIC!

By Marc Cook || 13 Comments

With the MOSAIC program now through the comment phase and in the hands of the FAA, we thought it would be a good time to recap some of its key elements and use our considerable powers of observation and prognostication to provide a little context where needed. Join me, Dan Johnson and LAMA president Scott Severen for a wide-ranging talk on MOSAIC.

Compress Post ...

With the MOSAIC program now through the comment phase and in the hands of the FAA, we thought it would be a good time to recap some of its key elements and use our considerable powers of observation and prognostication to provide a little context where needed. Join me, Dan Johnson and LAMA president Scott Severen for a wide-ranging talk on MOSAIC.

Expand Post ...

Dragonfly Is Back Home in Florida — Hang Glider Tug … Working Ranch “Tractor”

By Dan Johnson || 4 Comments

Dragonfly was born in Florida in the early 1990s. Back-of-the-napkin sketches started in the 1980s following the dynamic 1970s when hang gliding swooped into national awareness. What one designer did with Dragonfly would become one of the most celebrated developments in hang gliding.

Throughout the ’70s, hang glider designs accelerated smartly in glide performance and sink rate, stretching from slope-hugging 4:1 triangular-shaped wings to elegantly long and slender “bladewings” that could exceed a 20:1 glide yet remain foot-launchable and still be an aircraft you could carry on your shoulder (when folded down). Passionate enthusiasts thrilled to a 5X performance improvement in a decade or so.

In the beginning, most pilots launched off mountains to get enough height to catch thermals. Yet lots of America doesn’t have mountainous terrain. Florida had plenty of pilots eager to fly hang gliders but to find the best soaring, they had to load up their gliders and drive 10-12 hours to the hills of Tennessee where flight park operators like me catered to them with mountain launch sites. At home they did boat towing regularly but that rarely got them high enough to catch thermals. One Florida man dreamed of a solution.

Enter Dragonfly
by Bobby Bailey

Bobby Bailey was one of the hang gliding faithful in a large central Florida flying community. These gung-ho young guys in excellent physical condition used no-run starts to leap off the beach towed on a long line by a powerful ski boat. They had fun and it got them in the air, but extended duration flights were simple luck because boat towing generally didn’t lift the glider high enough for those early wings to effectively work the lift.

Now well-evolved, Dragonfly flies all over the world. More than 150 have been delivered, an impressive achievement for a purpose-built aircraft.

Bobby observed the parallel development of Part 103 ultralight vehicles, growing from low-powered single seaters to more powerful two seaters. He saw that with enough thrust, he might tow a hang glider into the air much like a Piper Pawnee tows a sailplane aloft. Hang gliding pioneers like Bill Moyes tried towing behind conventional aircraft but it was scarily too fast. He barely managed to keep control of the glider flying near its never-exceed speed.

Bobby knew the challenge was not to speed up the hang gliders but to slow the tow plane. He adapted a modified King Cobra* (a Quicksilver-like design of that day) with large ailerons and made other changes. It flew slowly but not enough. He realized it needed to be a clean-sheet design, made purpose-built to tow hang gliders.

Note the tail structure (tube rising vertically) built to allow a V-line bridle for towing hang gliders. This method greatly lessens the impact of the glider on the tug aircraft, a significant safely improvement along with weak links on each of the tether line.

Towing from a point under the tailplane like a Pawnee does is not optimal either. The hang glider is weight-shift controlled and needs more control flexibility than a single tow point allowed. Notice the tube extending from the rudder stabilizer. A V-line from that high point to a low point lets the hang glider rise or descend with minimal impact on the towplane. All this needs to happen at 30-35 miles per hour, even with two persons on board the towed aircraft. A Pawnee stalls at 62 miles per hour even with full flaps. That’s way too fast for any hang glider. Dragonfly would eventually fill the need perfectly.

Within a couple years (about 1991, I believe) Wallaby Ranch hang gliding air park operator Malcolm Jones invited me out to a open field where I watched Bobby fly an early Dragonfly.

Right then, I knew the hang gliding game had changed forever.

Hang gliding could now happen almost anywhere. In combination with the rapid performance increases, Dragonfly could efficiently haul a hang glider up to 2,500 feet — typically it takes only 5-8 minutes even if the towed glider has two persons on board. At that height a skilled pilot can catch thermals and fly for hours. Flights in unpowered hang gliders have successfully run the north-south length of Florida into Georgia, all after release at 2,500 feet from a Dragonfly. Mountain launch sites continue to have appeal but Dragonfly made everywhere a hang gliding site.

Back Home In Florida

New Bailey Moyes Dragonfly owner Randy Dorsey purchased the business from Ed Pitman‘s estate after he passed away (unrelated to the aircraft). Ed had broadened Dragonfly’s appeal by getting approval as “farm equipment” (article link below). Over the years deliveries climbed beyond 150 aircraft, an impressive achievement thanks to Ed’s efforts. From California Randy and helpers brought inventory and tooling in a school bus to set up shop at Marion County Airport, X35, in Dunnellon, Florida.

This central-northwestern area is home to fancy equestrian ranches and the spacious airport has begun to thrive from light aircraft operations. Airport manager Mike Grawe supported by industry expert Roy Beisswenger and airfield entrepreneur Troy Townsend welcomed Randy Dorsey along with another business setting up to build the former Belite Chipper 2, the latter operated by husband-and-wife team Nick and Charlotte Jones. Along with two powered parachute operations and 40 brand-new T-hangars (sorry, already fully booked), X35 looks alive and thriving.

Learn more about plans for Dragonfly back home in Florida in the video below. You can also read several articles below from my earlier reporting.

ARTICLES ON DRAGONFLY:
Listed oldest to newest

Is It Affordable? — In early 2024, a factory-built Dragonfly Special LSA with 100 horsepower Rotax 912ULS lists for $99,995. If you have the time, skills, and facililties to assemble an Experimental LSA version, the price with that same engine is $69,995.

“The ELSA is a great deal, but so is the SLSA. For $30K more, you get a factory-built Special LSA, saving over 200 hours of build-time labor. SLSA buyers will have the ability to use their Dragonfly for hire as well as qualifying for a tax write-off,” said Randy. “SLSA owners also get factory support and will have priority for factory service and annuals.”

Potential buyers can shave off another ten grand by choosing a Rotax 582 Dragonfly ELSA for $59,995. An Experimental Amateur-Built version can save even more but for details on any of these choices please contact…

With prices of everything you buy up 50% or more in the 2020s, those costs to own a Dragonfly may be considered reasonable (though I clearly understand everybody’s budget is different). Only you can decide if one of those descriptions above is truly affordable for you.

* Earlier I reported an Advanced Aviation Hi-Nuski was the proof-of-concept aircraft. I was corrected thanks to Barb and Steve Flynn, who along with several other local pilots, were involved in the development of that first tug.

Recorded in late April 2024, this Dragonfly update has the latest information about the ongoing manufacture of this popular aircraft.

A Tribute to
Bobby Bailey

Barely a week before I visited Dunnellon to record the video above, Bobby Bailey, 71, was killed while flying a Dragonfly. No official evaluation has been released but the loss of this talented designer is tragic and will be deeply felt in the hang gliding community.

A man of highly innovative design but very few words, many knew Bobby for years yet learned little about him. He was rarely one to talk about himself in public settings. I always figured that much of the time he was designing the next aircraft in his mind.

A celebration of his life is planned for Sunday, May 26th, 2024 at 6548 Groveland Airport Rd, Groveland, FL 34736 — the airport Bobby called home for decades.

Florida and southeastern U.S. pilots who knew him can gather to share personal details and tell tall stories of Bobby’s numerous flying exploits. Learn more here.

Bobby is survived by his wife Connie Bailey; his siblings, Marlene and Michael; his nieces, Ginger and Mira; his nephew Chick; and his close friend Logan Harris.

So Long, Bobby — Forever Soaring…

Never Forgotten

One of Bobby’s other creative designs made use of a single float intended for a larger aircraft. It ended up making a beautiful shape (at least to my eyes). My old friend Gregg Ellsworth dubbed it “The Flying Float.”

Bobby named it after his wife.

 

Compress Post ...

Dragonfly was born in Florida in the early 1990s. Back-of-the-napkin sketches started in the 1980s following the dynamic 1970s when hang gliding swooped into national awareness. What one designer did with Dragonfly would become one of the most celebrated developments in hang gliding. Throughout the ’70s, hang glider designs accelerated smartly in glide performance and sink rate, stretching from slope-hugging 4:1 triangular-shaped wings to elegantly long and slender “bladewings” that could exceed a 20:1 glide yet remain foot-launchable and still be an aircraft you could carry on your shoulder (when folded down). Passionate enthusiasts thrilled to a 5X performance improvement in a decade or so. In the beginning, most pilots launched off mountains to get enough height to catch thermals. Yet lots of America doesn’t have mountainous terrain. Florida had plenty of pilots eager to fly hang gliders but to find the best soaring, they had to load up their gliders and drive 10-12 hours to the hills of Tennessee where flight park operators like me catered to them with mountain launch sites.

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MOSAIC Update & A Call For Questions

By Marc Cook || 41 Comments

There’s little question we’ve covered MOSAIC extensively here on ByDanJohnson.com and have been looking ahead to a day when the proposal is a rule, sport pilots gain access to a whole raft of new aircraft, legacy LSAs have a chance to expand their operating envelopes and many of the companies planning to make new models that fit into the MOSAIC template actually come to market. Yeah, that’s a lot. And, yes, we’re all a little impatient for the FAA to make MOSAIC real.

Since the comment period closed in January, there’s been plenty of industry talk and one major airshow where MOSAIC was definitely a topic of conversation. With that in mind, Dan Johnson, Scott Severen (LAMA’s president) and I are meeting next week (virtually) to catch each other up on the program—video of this meeting will post here next week.

As we prepare for it, I’d like to invite you to submit questions you have and we’ll take them up during our chat. Pop ‘em into the comments section below and we’ll include them in our discussion. 

Back to Timelines

Recent reporting (for example, on AVweb) helps clarify a few things. First of all, the timeline. It was understood early on that the FAA was planning on taking 16 months to review public and industry comments, starting from the close of comments. As you probably remember, that was extended from October 2023 to January of this year. Then there was another shorter extension to fix a few “technical” issues with the original proposal, mainly relating to rules around noise and noise testing. My sources say that the FAA is unlikely to add that additional delay to the overall timeline.

There was chatter early on that the FAA might have some kind of announcement at AirVenture this year, but anything beyond “yes, we’re still working on it” seems unlikely. The FAA tends not to do rulemaking in public (after the comment period, anyway), so it’s likely that we won’t hear much until we get the final rule.

But that’s not the end of it. Once the FAA has published its final rule on MOSAIC, the ASTM committees may have to refine their standards based on the final rule and the FAA will need to approve it. Of course, this back-and-forth is already going on, so it’s not like the ASTM committees are working in a vacuum and no one I’ve talked to is predicting massive rewrites. But, according to sources, the approval process on the airframe side could take from 2 to 6 months after the rulemaking is made final. So even if the FAA and the ASTM committees are in close agreement, it still won’t be an instant-on situation.

Where does that get us? According to EAA’s Dick Knapinski, “It is correct that early to mid-2025 is expected to be the announcement of the final rule. We’ve been telling those who ask that, based on our conversations with the FAA, most recently at our annual winter summit in Oshkosh in early March.” But if the approval process stretches out, it could be December of 2025 before the new rules are widely in effect.

Which means the biggest challenge we face with MOSAIC is mustering patience.

In case you missed the broad strokes:

 

 

Compress Post ...

There’s little question we’ve covered MOSAIC extensively here on ByDanJohnson.com and have been looking ahead to a day when the proposal is a rule, sport pilots gain access to a whole raft of new aircraft, legacy LSAs have a chance to expand their operating envelopes and many of the companies planning to make new models that fit into the MOSAIC template actually come to market. Yeah, that’s a lot. And, yes, we’re all a little impatient for the FAA to make MOSAIC real. Since the comment period closed in January, there’s been plenty of industry talk and one major airshow where MOSAIC was definitely a topic of conversation. With that in mind, Dan Johnson, Scott Severen (LAMA’s president) and I are meeting next week (virtually) to catch each other up on the program—video of this meeting will post here next week. As we prepare for it, I’d like to invite you to submit questions you have and we’ll take them up during our chat.

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AERO Wrapup: Dave Unwin Concludes His Coverage of AERO Friedrichshafen 2024

By Dave Unwin || 5 Comments

With my feet failing fast, and the lederhosen beginning to chafe in a most disagreeable fashion, I viewed the end of AERO 2024 with mixed emotions. My legs said enough is enough, but my head, heart and eyes still wanted more—because what a show it was! From replica rocket-powered fighters to jet packs, LSAs fitted with turbines and paramotors for paraplegics and finally to biplane pusher SSDRs, it was a fabulous event.

Dave in a Dingo

The AERO team produced a show that they could justifiably be proud of for the 30th anniversary, and although the weather was unseasonably cool, the action in the halls was as hot as ever, and with more than 270 aircraft in the exhibition halls and in the static display, show-goers were not short of mouth-watering machines to tempt their wallets.

Among the aircraft debuting at the show were the electric DA40 aircraft from Diamond Aircraft in Austria, two electric aircraft and a hydrogen powered one from China and the Integral E from French manufacturer Aura Aero.

The two Chinese RX-1E-A machines from Rhyen Aircraft Industry Co. Ltd were particularly interesting, as they were fitted with batteries that could be quickly and easily removed and exchanged for freshly charged ones. Of course, there’s always a downside: Quickly replaceable batteries are a great idea, until they get dropped. That could be a very expensive mistake! Secondly they can’t be liquid-cooled and having flight-tested two electric aircraft I’m very aware just how important monitoring the temperature of the batteries is. Air-cooling lithium-ion batteries really doesn’t cut it in my experience. Or does the Rhyen Aircraft Industry Co. Ltd know something I don’t?

Even the seminars were interesting (if you could drag yourself away from all the wonderful aircraft on show) and LAMA’s President Scott Severin gave an excellent presentation, which included a fine precis of the MOSAIC programme. I enjoyed it very much, although I suspect that EASA’s Jannes Neumann probably didn’t enjoy some of the tricky questions he had to field from some of the European manufacturers!

In the final summing up, the show had 680 exhibitors from 38 nations and 31,500 visitors from 81 countries. Even more impressively,  more than 53 percent of AERO visitors indicated that they held a pilot’s license. Furthermore, the diverse demographic of attendees emphasized the relevance of the event to the global GA community. With beautifully designed, spacious exhibition halls, good transport links (I can especially recommend the scenic ferry trip across the Bodensee from Romanshorn) and – always of tremendous importance to your correspondent – excellent food and fine German beer, it was another vintage AERO.

The Dragonfly 120.

Compress Post ...

With my feet failing fast, and the lederhosen beginning to chafe in a most disagreeable fashion, I viewed the end of AERO 2024 with mixed emotions. My legs said enough is enough, but my head, heart and eyes still wanted more—because what a show it was! From replica rocket-powered fighters to jet packs, LSAs fitted with turbines and paramotors for paraplegics and finally to biplane pusher SSDRs, it was a fabulous event. The AERO team produced a show that they could justifiably be proud of for the 30th anniversary, and although the weather was unseasonably cool, the action in the halls was as hot as ever, and with more than 270 aircraft in the exhibition halls and in the static display, show-goers were not short of mouth-watering machines to tempt their wallets. Among the aircraft debuting at the show were the electric DA40 aircraft from Diamond Aircraft in Austria, two electric aircraft and a hydrogen powered one from China and the Integral E from French manufacturer Aura Aero.

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Day 4 at AERO: A Few More Conventional Aircraft But Also a Few Surprises!

By Dave Unwin || 4 Comments

I’ll take the opportunity in this installment to take a look at some of the lighter aircraft to be seen at AERO Friedrichshafen this year.

ICP Ventura 2 and Ventura 4

Italian airframer ICP had several aircraft on display including the Ventura 2 ultralight powered by various permutations of Rotax, and also the Experimental, which as well as being fitted with a Rotax can also be powered by a Lycoming of up to 180 hp. The Venture 2 is a side-by-side two-seater, while the Ventura 4 is, as the name suggests, a four-seater specifically designed to meet the requirements of amateur construction and suitable for the Experimental category. ICP claims that a first time builder can reasonably expect to finish the aircraft in between 700 to 800 hours, while a more experienced builder with practical build experience can complete the aircraft in around 400 hours, excluding paint and upholstery. ICP also had the Savannah SR on show, and this machine bore quite a strong resemblance to the Zenith 701. Powered by Rotax 912 and 914 engines, Savannah SR has, according to the company, a cruise speed of 100 knots and an endurance of up to eight hours.

GoGetAir G750

Slovenian company GoGetAir was also offering a show deal on its very attractive G750. With optional 2+2 seating, a high-end car-like interior and a whole airframe parachute recovery system which is capable of saving the airframe up to the 152 knot VNE, the three-blade CS prop is turned by either the 100-hp Rotax 912 iS, the 114-hp 914 or the 141-hp 915 iS. The 915-powered model can cruise at 138 knots IAS, climb at 1450 fpm and reach almost 15,000 feet. Takeoff over a 50-foot obstacle is a very impressive 140m (460 feet). Priced at €249,900 ($267K) the show price included two years or 200 hours of free maintenance if the aircraft was ordered at AERO.

In common with many of the other aircraft at the show avionics options were primarily either Garmin or Dynon, while prop options were either Woodcomp or MT. Unusually in this class, it was also available with two extra seats in the baggage bay, although this configuration did look rather snug. A two-axis digital autopilot comes as standard, while both the exterior and interior could be individually designed at extra cost. They also had a turbine-powered prototype on display, again using the TurboTech engine.

JH Aircraft Corsair

Remaining at the very light end of the sport flying spectrum, German airframer JH aircraft had its electrically powered Corsair e-motion on show. Looking a little like the classic Vought F4U Corsair of World War II and Korean War fame, this machine has a span of 24 feet 6 inches. But just like a real Corsair the wings fold, reducing the span to only 9 feet—not un-trivial if hangarage at your airport is expensive. Powered by an electric motor that can produce a maximum of 30kW/40 hp (20kW/26 hp continuous) it can carry up to 136 pounds of batteries, which the company claims will provide a flight time of up to two-and-a half hours. Compliant with FAR Part 103, it stalls at 24 knots, cruises at 54 knots and climbs at 1200 fpm. Takeoff over a 50ft obstacle is less than 400 feet.

Atol Amphibian

Finnish company Atol Aviation had the cockpit section of its very attractive two-seat side-by-side amphibian on display. Powered by a Rotax 912iS mounted on a pylon in a pusher configuration, this fun looking seaplane features folding wings, a glass cockpit and claimed very low operating costs. It cruises at 86 knots, stalls at 40 and has a range of 450nm. As a seaplane pilot myself I must admit I was very keen to test this particular machine, and hope to visit the manufacturers in Finland later this year.

Avio SMA Stratos Sports

Two particularly unusual designs were the Avio SMA Stratos Sport 400 and AS993 Extreme. The Stratos 400 is powered by a 388cc two stroke engine of 50 hp and is configured as a taildragger. It has an empty weight of 110kg (243 pounds) and a maximum takeoff weight of 300kg (661 pounds). With the maximum speed of 54 knots it’s no speedster, but the massive wing means a very low wing loading and it stalls at only 18 knots! This very low wing-loading and excellent thrust-to-weight ratio (a claimed 1:2) means that the takeoff run is around 20, (60 feet).

The Extreme is a similar looking design but is powered by a 993cc two-stroke producing 135 hp. It is a slightly heavier empty weight (the max takeoff weight of both the Sport and Extreme is the same at 300kg) and has the same impressive takeoff and landing distances. This intriguing looking Italian design is very competitively priced with the basic Sport kit costing €35,000 $37K) and the basic Extreme kit €40,000 ($43K). Then factor in another €10,000 ($11K) for the 50 hp engine, and €20,000 ($21K) for the 135 hp motor.

Tomark Aero SD4 Viper and GT9 Skyper

Slovakian company Tomark Aero had two machines on display, the SD4 Viper, which is a low wing machine, and the Skyper GT9, which features a strut-braced high-wing. The Viper is available in several different types, including LSA, glider towplane and even a version aimed at training Air Force pilots, while the GT9 is claimed to have good STOL performance . Both are of all-metal construction and mostly powered by the 100 hp Rotax 912 engine, although the towplane SD4 is powered by a ULPower UL305iS. Avionics options include Dynon SkyView and Garmin.

JMB Parachute Training Program

Many, if not most, modern LSAs feature whole airframe parachute recovery systems, and JMB aviation were offering what they claimed to be the first ultralight parachute training programme. This consists of a three hour course, which they claim is essential for ultralight pilots operating aircraft equipped with a ballistic rescue system.

Compress Post ...

I’ll take the opportunity in this installment to take a look at some of the lighter aircraft to be seen at AERO Friedrichshafen this year. ICP Ventura 2 and Ventura 4 Italian airframer ICP had several aircraft on display including the Ventura 2 ultralight powered by various permutations of Rotax, and also the Experimental, which as well as being fitted with a Rotax can also be powered by a Lycoming of up to 180 hp. The Venture 2 is a side-by-side two-seater, while the Ventura 4 is, as the name suggests, a four-seater specifically designed to meet the requirements of amateur construction and suitable for the Experimental category. ICP claims that a first time builder can reasonably expect to finish the aircraft in between 700 to 800 hours, while a more experienced builder with practical build experience can complete the aircraft in around 400 hours, excluding paint and upholstery. ICP also had the Savannah SR on show, and this machine bore quite a strong resemblance to the Zenith 701.

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Day 3 at AERO: A Look At Sailplanes & Towplanes

By Dave Unwin || 7 Comments

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.

Compress Post ...

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.

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Day 2 at AERO: The Show Gets Busier and So Does Our Correspondent!

By Dave Unwin || 4 Comments

Day Two of AERO at Friedrichshafen, and after a slow start footfall-wise yesterday there were considerably more visitors thronging the massive Messe today.

Aura Aircraft

The day started with a visit to the Aura Aircraft press conference, where the French airframer announced that it was signing a deal with the Deutsch aeroclub to use its Integra E electric two-seater as a glider tow plane. As a very experienced tug pilot and having been Tug Master at two different gliding clubs. I found this initiative both extremely interesting and very exciting. Noise and pollution are two very hot topics in Germany—and indeed most of Europe, and while all the gliding clubs are keen to promote the sport as being both green and sustainable, critics will always point to the noisy, gas guzzling Piper Pawnees and Robin DR400s and observe that it isn’t as green as they claim. 

This initiative is certainly very laudable and could have significant implications for the gliding community. However, with my Tug Master’s hat on, and the experience of logging around 20,000 tows in a wide variety of different tugs I couldn’t help but think that the relatively heavy airframe and its 241-hp engine meant that the power to weight ratio may not be enough for some of the heavier two-seat sailplanes, which can weigh up to 850kg (1874 pounds). This is certainly a project I will be following with considerable interest. 

JMB Aircraft

Belgian airframer JMB had many different permutations of its extremely speedy (up to 200 knots TAS) VL3 retractable on display. Needless to say several of the aircraft on display were powered by either 912, 915 and 916 Rotax engines, but there were also a couple powered by the TurboTech TP 90 turbine engine. This machine looked particularly striking in its digital camouflage, and certainly generated a considerable amount of attention from showgoers. Although currently I doubt it would be available in the US, it may well be that under the proposed MOSAIC initiative, it just might!

The Spanish Arzeos

Into the halls proper, and a particularly eye-catching LSA is the Arzeos, which is built by Arzeos Aircraft based at Galicia in Spain. This very futuristic looking side-by-side two-seater is described as an “innovative aircraft designed for the pleasure of flying.” Certainly, the cockpit looked extremely comfortable, and also very crashworthy as it is constructed from pre-preg composites and has a specially designed deformation cell and energy absorption areas. 

Of particular note was that the cockpit is fitted with Alita, which is described as an artificial intelligence (AI) unit. Developed in-house by the company, it monitors the aircraft and its surroundings and has an automated system that periodically checks for possible issues with the aircraft and warns the occupants with messages on the EFIS screens It is powered by the ubiquitous Rotax 912 iS, which is fitted with a bespoke stainless-steel exhaust. The retractable gear looked very neat while the canopy (which wasn’t fitted to the aircraft on display) is, as far as I could tell, held in place by powerful electromagnets. This seemed a bit over-complicated to me. 

Aeroprakt A32

Further down the hall was the A32 from Ukrainian airframer Aeroprakt. Obviously, the terrible war in Ukraine has hit the company hard, which is a real shame because having flown this rugged side-by-side high wing two-seater in the UK (where it is marked it as the Vixxen) I can confirm it really is a nicely made 600kg (1320 pound) LSA compliant aircraft with fine handling and excellent performance characteristics. Powered by several different permutations of the Rotax 912, it’s a sturdy functional machine, the cockpit is wide and comfortable and the handling benign, while with the big fuel tank option (30 gallons as opposed to 24 gallons) it can fly for almost 1000 miles. 

Spacek SD-2

The Spacek SD-1 single seater, which I enjoyed flying several years ago and reported on here, has evolved into the SD-2 Sportmaster. Powered once again by a Rotax 912 ULS, this 600kg/1320-pound machine boasts a very useful payload of over 200kg (440 pounds), and can carry 35kg (77 pounds) in the baggage bay. If it’s as much fun to fly as the SD-1 it will be one to watch.

Notable Mentions!

Skyleader 400

Skyleader had several versions of its two-seat side-by-side speedster on display including the Skyleader 400 towmaster, which has been specifically designed to tow sailplanes weighing up to 500kg (1100 pounds), and the 600RG which features retractable gear. Of particular interest was that both machines were on sale with a special show price, the towmaster coming in at €114,900 excluding VAT (call it $122,000 US), and the 600 RG at €134,900 ($144K) excluding VAT. Not bad deals for well-made, all metal VLAs. 

Promecc Aerospace

From Italy, Promecc Aerospace had three very attractive LSA types on display—the high-wing Pegaso and the low-wing Freccia and Freccia RG. Interestingly both the high-wing and low-wing fixed gear models seemed to offer essentially the same performance;- both stalled at about 40 knots, both had VNEs of 165 knots and both cruised at about 120, although unsurprisingly the RG was significantly faster. All featured that inimitable Italian styling with,  in your correspondent’s opinion, the Freccia having a slightly more sporty appearance than the Pegaso.

Orlican M-8 Eagle

From the Czech Republic came the M-8 Eagle from Orlican. This very attractive machine looked a little like a scaled down Cessna 172. Built mostly of carbon fiber composites, the company claims it has the largest cockpit in the LSA class, and can carry a large payload over a wide center of gravity. Powered by either a 912 or 914 Rotax, it is claimed to have a takeoff roll of less than 500 feet, a climb rate of around 900 fpm and a maximum cruise speed of 122 knots, while the stall speed is a creditably low 37 knots. Range is over 700 miles. 

 

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Day Two of AERO at Friedrichshafen, and after a slow start footfall-wise yesterday there were considerably more visitors thronging the massive Messe today. Aura Aircraft The day started with a visit to the Aura Aircraft press conference, where the French airframer announced that it was signing a deal with the Deutsch aeroclub to use its Integra E electric two-seater as a glider tow plane. As a very experienced tug pilot and having been Tug Master at two different gliding clubs. I found this initiative both extremely interesting and very exciting. Noise and pollution are two very hot topics in Germany—and indeed most of Europe, and while all the gliding clubs are keen to promote the sport as being both green and sustainable, critics will always point to the noisy, gas guzzling Piper Pawnees and Robin DR400s and observe that it isn’t as green as they claim.  This initiative is certainly very laudable and could have significant implications for the gliding community.

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Day 1 at AERO: Affordable Aviation at Friedrichshafen

By Dave Unwin || 6 Comments

Editor’s Note: Correspondent Dave Unwin is at the AERO show in Friedrichshafen, Germany, this week and will be reporting on news from the show. Here’s his first report.

Europe’s top general aviation event, AERO at Friedrichshafen, Germany opened on Wednesday, April 17, and runs through Sunday. It is no exaggeration to say that AERO has grown to become one of the biggest and best GA events on the planet—and certainly the biggest outside of North America.

This year is the 30th time the event has been staged and the organizers claim that more than 680 exhibitors from 36 countries are attending, which may well make the 2024 AERO the biggest ever.

The full-scale Me163 uses a small jet engine. Imagine this at the next local pancake breakfast.

The amount and diversity of aircraft on display was truly breathtaking, from a full-scale Me163 replica, powered by a small jet engine typically fitted to self-sustaining sailplanes, to the very latest bizjets. Unsurprisingly, there were several electric aircraft on display, and Bristell—in partnership with H55—had flown its final prototype of the electric Bristell B23 Energic to the show. It is intended to go into production in 2025.

China’s Rhyxeon General Aircraft Co had a pair of electric aircraft on display, one on wheels/skis and one on floats, while Aura Aero from France had a trio of its two-seat aerobatic trainers on show, including the electric Integral E.

The Chinese Rhyxeon.

Aura Aero’s aerobatic trainer.

One aircraft that generated a lot of interest was the Junkers A50 Heritage, which was also seen at Sun ’n Fun. This is latest version of the art-deco 1930s style two-seater, but where earlier versions were powered by a Rotax 912, this one is fitted with a Werner seven-cylinder radial engine. It looked stunning, and I think could really appeal to the American sport flyer. Flight testing is due to start in June.

The Junkers A50 Heritage introduced at Sun ‘n Fun. (Photo: Amy Wilder)

Staying with the vintage theme Belgian company Ultralight Concept had their gorgeous full scale replica of the classic Stampe SV-4 on display. Powered by a Rotax 912 of either 80 or 100 hp, it has a maximum takeoff weight of 600kg (1320 pounds), a stall speed of 35 knots, cruises around 75 knots and has a Vne of 95 knots. I’ve flown an original Stampe a few times, and if this replica flies as good as it looks they’re almost certainly onto a winner and I hope to be flight testing this machine later this year.

Ultralight Concept’s full-scale Stampe.

A type I hadn’t seen before was the Norden from famous Czech airframer Zlin. Powered by,  you guessed it, Rotax ranging from the 115-hp 914 and 141-hp 915 to the 160-hp 916, this Super Cub lookalike boasted some impressive performance numbers, and also looked like a lot of fun to fly.

At the other end of the speed scale, Italian airframer Porto Aviation Group had its Risen two seat side-by-side speedster on display. This machine is fitted with a V tail and, when powered by a 912iS, is claimed to have a cruise speed of 162 knots TAS at 75% power and 9000 feet, while the 916-powered version is claimed to be able to reach almost 200 knots at sea level! I was particularly impressed by the size of the cockpit canopy, which is a very large blown single piece transparency.

Swedish airframer Blackwing also had three different versions of its two-seater on display powered by either 912,915 or 916 engines. All three variants fall within the 600kg (1320-pound) LSA rules, and are stressed to +4.4 and -2.2G.  Stall speeds are between 35 and 44 knots, while top speed for the 916-powered version maximum speed is a highly impressive 200 knots. End even the 100-hp version is claimed to be able to cruise at 157. Climb rate for the 916 is an amazing 2500 feet per minute.

Another type sporting a Rotax 916 iS  was the Carbon Cub UL. Marketed in Europe as a 600kg microlight, this aircraft—which is already well established in the US—albeit with a Lycoming, promises to be a very capable bushplane. Two other machines powered by a Rotax 916 iS and promoted at the show were an RV-9, which boasts impressive performance for a machine with a fixed undercarriage, and a Lockwood AirCam. This had two 916 iS engines, and have greatly enjoyed flying an AirCam powered by a pair of 912s, the prospect of having two 916s out on the wing was almost enough to make me salivate.

The new AirCam instrument panel. This sightseeing twin is going to get the Rotax 916 iS for even better performance.

A real innovation was the turbulence cancelling technology from Turbulence Solutions. Claimed to reduce the negative effects of turbulence by more than 80%, it uses a wing-mounted sensor and a powerful processor to make small “flaplets” introduce differential control pulses. I flew the simulator, and if it’s as good as they claim the system could be a real game changer!

More tomorrow, on day two of AERO 2024…

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Editor’s Note: Correspondent Dave Unwin is at the AERO show in Friedrichshafen, Germany, this week and will be reporting on news from the show. Here’s his first report. Europe’s top general aviation event, AERO at Friedrichshafen, Germany opened on Wednesday, April 17, and runs through Sunday. It is no exaggeration to say that AERO has grown to become one of the biggest and best GA events on the planet—and certainly the biggest outside of North America. This year is the 30th time the event has been staged and the organizers claim that more than 680 exhibitors from 36 countries are attending, which may well make the 2024 AERO the biggest ever. The amount and diversity of aircraft on display was truly breathtaking, from a full-scale Me163 replica, powered by a small jet engine typically fitted to self-sustaining sailplanes, to the very latest bizjets. Unsurprisingly, there were several electric aircraft on display, and Bristell—in partnership with H55—had flown its final prototype of the electric Bristell B23 Energic to the show.

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Break It Down — See the TrueLite’s Wing Fold In Real Time

By Mark Timney || 1 Comment

At Sun ‘n Fun 2024, Aeromarine’s Chip Erwin demonstrated just how quickly the TrueLite’s wing can be folded. Of course, he’s pretty practiced at it and there’s still one more to do, but it’s impressive nonetheless.

 

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At Sun ‘n Fun 2024, Aeromarine’s Chip Erwin demonstrated just how quickly the TrueLite’s wing can be folded. Of course, he’s pretty practiced at it and there’s still one more to do, but it’s impressive nonetheless.  

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Top Rudder — Have It Your Way

By Mark Timney || 2 Comments

Top Rudder Aircraft, maker of the new Solo (Part 103) and Ruckus (LSA) aircraft, has one of the hottest booths at this year’s Sun ‘n Fun.

The company sold six of 10 available slots it had for planes in 2024 before the show opened on Friday. Both planes are based on a Troy Woodard design that had been around for a while, but it was only three months ago that Bryce Angel started Top Rudder to make these ultralight and light sport variants.

“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.” 

In its sport configuration with the Polini, the plane weighs about 350 pounds and is capable of limited acrobatics. All of the specifications for the planes are available on the company’s website, but what initially stands out for both models are the quick-fold wings, carbon fiber leading edge slats and tail surfaces, five-position seat, and aluminum wing skins and flaperons. “These first ten planes are a partnership between us and the buyers because we really want people to try different options as we help them build the plane they want,” said Boney. The base model starts at $40,000 and that price includes the builder assist.

Related Video

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Top Rudder Aircraft, maker of the new Solo (Part 103) and Ruckus (LSA) aircraft, has one of the hottest booths at this year’s Sun ‘n Fun. The company sold six of 10 available slots it had for planes in 2024 before the show opened on Friday. Both planes are based on a Troy Woodard design that had been around for a while, but it was only three months ago that Bryce Angel started Top Rudder to make these ultralight and light sport variants. “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.”  In its sport configuration with the Polini, the plane weighs about 350 pounds and is capable of limited acrobatics.

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Silverlight Aviation’s Recon

By Mark Timney || 2 Comments

Silverlight Aviation’s new Recon EAB high wing is promising pilots versatility and economy. The plane was just unveiled this week at Sun ‘n Fun, and ordering now can reportedly have you traveling to Zephyrhills Municipal Airport in Florida in four months to build it.

The starting price of $110,000 includes a Rotax 912uls and a build assist which reportedly gets you a plane in 17 days. The folding-wing Recon can be built as a tri-wheel or tail dragger, and the starting payload of 600+ lb allows you to trade payload for tundra tires if you want to go backcountry flying. “This plane was modeled on the Apollo LSA,” said Silverlight owner Abid Farooqui. “We stretched it out a little, made a wider cabin, added to the wingspan, and changed the airfoil to improve its efficiency.” The result, Farooqui says, is a plane that has a real world payload, can cruise at 90-100 knots, and stall at 37 kt clean or 33 kt with flaperons engaged.

The wing ribs and spars are aluminum, as are the wing’s leading edges. Ceconite poly fiber covers the rest of the wing and the steel latticework fuselage. The flaperons and cowl are fiberglass. There are two 14-gallon wing tanks and a 1.2 gallon header. Matco brakes are standard.

Internal dimensions of the cabin allow for 44” at the hip and 46” at the elbow, and its rudder pedals are adjustable to three positions. The Recon’s avionics include a radio and transponder. “Considering all the options for this plane, as well as its capabilities, we have something special that beats anything near its price,” Farooqui contends.

Let’s walk up to the Recon:

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Silverlight Aviation’s new Recon EAB high wing is promising pilots versatility and economy. The plane was just unveiled this week at Sun ‘n Fun, and ordering now can reportedly have you traveling to Zephyrhills Municipal Airport in Florida in four months to build it. The starting price of $110,000 includes a Rotax 912uls and a build assist which reportedly gets you a plane in 17 days. The folding-wing Recon can be built as a tri-wheel or tail dragger, and the starting payload of 600+ lb allows you to trade payload for tundra tires if you want to go backcountry flying. “This plane was modeled on the Apollo LSA,” said Silverlight owner Abid Farooqui. “We stretched it out a little, made a wider cabin, added to the wingspan, and changed the airfoil to improve its efficiency.” The result, Farooqui says, is a plane that has a real world payload, can cruise at 90-100 knots, and stall at 37 kt clean or 33 kt with flaperons engaged.

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Aero 1000 Engine

By Mark Timney || 3 Comments

Air-Tech, supplier of the Aero 1000 HO 4-stroke ultralight engine, is here at Sun ‘n Fun to remind builders that they have engines ready for immediate delivery. Air-Tech, which is a full-service, authorized dealer for the popular Quicksilver aircraft, introduced this 39-hp electronically fuel injected thumper a few years back. The company was responding to light aircraft pilot requests for four-stroke reliability. “The two-stroke engine will be a thing of the past for aviation sooner or later,” contends Air-Tech production manager Ken Borne. The problem, Borne says, has been the availability of 4-strokes to replace these engines.” But now we have several of these Helvenco Swiss-made engines ready to go at all times,” he said. The engine has been in use for more than a decade in Europe’s highly competitive carting world,” details Borne. “The cart racers run them for 24 hours at up to 15,000 RPM. With us flying this high altitude version to only 9200 RPM you can bet there’s lots of reliability left over.”

The big bore, short stroke design is supposed to have a 500 hour inspection and a 1000 hour TBO, but Borne says they’re very sure the engine can go a long time without issues given the engine’s track record. The engine comes as a complete unit with a mount. Bolt it on, add a prop and fuel it up to fly using only 1.2 gallons per hour. Packages sell for about $10,000.

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Air-Tech, supplier of the Aero 1000 HO 4-stroke ultralight engine, is here at Sun ‘n Fun to remind builders that they have engines ready for immediate delivery. Air-Tech, which is a full-service, authorized dealer for the popular Quicksilver aircraft, introduced this 39-hp electronically fuel injected thumper a few years back. The company was responding to light aircraft pilot requests for four-stroke reliability. “The two-stroke engine will be a thing of the past for aviation sooner or later,” contends Air-Tech production manager Ken Borne. The problem, Borne says, has been the availability of 4-strokes to replace these engines.” But now we have several of these Helvenco Swiss-made engines ready to go at all times,” he said. The engine has been in use for more than a decade in Europe’s highly competitive carting world,” details Borne. “The cart racers run them for 24 hours at up to 15,000 RPM.

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Goose—The Digital Co-Pilot

By Mark Timney || Leave a Comment

You can have a co-pilot… even when you can’t get anyone to fly with you! ‘Goose’ is an iOS and Android app which its creators describe as “Alexa for pilots.”

A screenshot from the app.

“It’s like having a flight instructor or knowledgeable pilot sitting next to you,” explains Goose’s creator Jeff Bonasso. Introduced a few years ago and formally known as MiraCheck, the app has just been redesigned by AeroSys Technologies. The app works through a series of voice and GPS location activated checklists. For example, tell Goose (through your Bluetooth headset or your phone/tablet mic) that you’re ready for engine start and the app will read the specified list to you, pausing at each step for you to say “Check” before moving on.

You can download previously created checklists or make your own. Once you’re in the air Goose can be set to follow your flight and provide an emergency or pre-landing checklist when asked, or notify you if you deviate from your course or planned altitude. It can also read back decision heights for IFR landings. Additionally, Goose can answer questions about the airport you’re flying to, including runway and radio frequencies. “Goose helps you fly the plane rather than fumble for information,” Bonasso says. “And it makes you less likely to miss something important on a checklist.” Unfortunately, Goose won’t split the cost of fuel with you. The app is free, but can be upgraded to the Pro or Performance plan for $24 and $36 respectively per year.

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You can have a co-pilot… even when you can’t get anyone to fly with you! ‘Goose’ is an iOS and Android app which its creators describe as “Alexa for pilots.” “It’s like having a flight instructor or knowledgeable pilot sitting next to you,” explains Goose’s creator Jeff Bonasso. Introduced a few years ago and formally known as MiraCheck, the app has just been redesigned by AeroSys Technologies. The app works through a series of voice and GPS location activated checklists. For example, tell Goose (through your Bluetooth headset or your phone/tablet mic) that you’re ready for engine start and the app will read the specified list to you, pausing at each step for you to say “Check” before moving on. You can download previously created checklists or make your own. Once you’re in the air Goose can be set to follow your flight and provide an emergency or pre-landing checklist when asked, or notify you if you deviate from your course or planned altitude.

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Vittorazi Cosmos 300 EFI

By Mark Timney || 1 Comment

One of light aviation’s most popular engines will soon be available with electronic fuel injection.

Vittorazi displayed its Cosmos 300 EFI for the first time this week at Sun ‘n Fun.

The carbureted version of the 36 horsepower two-stroke is a favorite for PPG applications. Vittorazi’s team leader and developer for the EFI version, Santino Genovese, says the company focused on adding to what made the carb version so great.

“Simplicity was our goal,” Genovese said. “Not only for the EFI unit of the engine, but for the user too.” To this end, Genovese points to the engine’s ability to recognize when it’s being started ‘cold,’ and that it’s probably not a good idea for the throttle to be forward very far at that point.

“With this engine there won’t be a runaway trike or a paraglider knocked down because the throttle was mistakenly set at full during startup,” explains Genovese.

The EFI unit can also feed data through the on/off switch to the pilot. The included gauge displays EGT, CHT, and battery readings, as well as fuel quantity, time left in flight and Hobbs info, among other data.

Vittorazi dealer Kris Harrington says the EFI system really adds to ease of starting at any altitude or temperature, and to engine reliability and serviceability. “Pilots will be able to send engine data to us if there ever are issues because the EFI records what happens,” Harrington said.

EFI also makes the engine more fuel efficient according to testers. One pilot reported using 40% less fuel on longer flights. Pricing for the new engine was not available at this time. Vittorazi says deliveries should start early in 2025.

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One of light aviation’s most popular engines will soon be available with electronic fuel injection. Vittorazi displayed its Cosmos 300 EFI for the first time this week at Sun ‘n Fun. The carbureted version of the 36 horsepower two-stroke is a favorite for PPG applications. Vittorazi’s team leader and developer for the EFI version, Santino Genovese, says the company focused on adding to what made the carb version so great. “Simplicity was our goal,” Genovese said. “Not only for the EFI unit of the engine, but for the user too.” To this end, Genovese points to the engine’s ability to recognize when it’s being started ‘cold,’ and that it’s probably not a good idea for the throttle to be forward very far at that point. “With this engine there won’t be a runaway trike or a paraglider knocked down because the throttle was mistakenly set at full during startup,” explains Genovese.

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Flybreezy—A Wind-Powered Generator

By Mark Timney || 3 Comments

UK based vlogger and ultralight instructor Giles Fowler (left) with Flybreezy inventor/owner Steve O’Connor.

Having an action camera on your wing can add to the fun of flying. Keeping that camera charged during longer flights so you have something to look at later… not so much.

But Flybreezy, a company based in California, has a new product aimed at making battery charging less of an issue for pilot videographers.

“We took the idea of a Ram Air Turbine and miniaturized it to create a detachable, wind-powered USB charger,” details Flybreezy inventor Steve O’Connor. “It generates 15 watts and can power two GoPro cameras if you’re flying above 64 mph, or a single camera at 55 mph.”

The 3x4x6” device weighs about a pound and can be mounted to an aircraft with just about any commercially available GoPro compatible mount. You can affix it and the camera together or mount it away from the camera(s) and run cables. Type ‘A’ and ‘C’ USB ports are standard.

“We’re planning on a smaller, single camera model in the future, and we may even do something with a 12-volt setup,” added O’Connor.

Pilots who fly aircraft lacking electrical systems can also use the device to charge a phone or tablet. The Flybreezy retails for $145.

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Having an action camera on your wing can add to the fun of flying. Keeping that camera charged during longer flights so you have something to look at later… not so much. But Flybreezy, a company based in California, has a new product aimed at making battery charging less of an issue for pilot videographers. “We took the idea of a Ram Air Turbine and miniaturized it to create a detachable, wind-powered USB charger,” details Flybreezy inventor Steve O’Connor. “It generates 15 watts and can power two GoPro cameras if you’re flying above 64 mph, or a single camera at 55 mph.” The 3x4x6” device weighs about a pound and can be mounted to an aircraft with just about any commercially available GoPro compatible mount. You can affix it and the camera together or mount it away from the camera(s) and run cables. Type ‘A’ and ‘C’ USB ports are standard.

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Dingo—a Single Seat, Open Cockpit Biplane

By Jon Croke || Leave a Comment

On display in Paradise City (the show’s area for light planes and ultralights) are a pair of “Dingos” – a relatively new ultralight kit design from Future Vehicles, a manufacturer located in the Czech Republic (futurevehicles.eu/dingo). The Dingo is a single seat, open cockpit biplane weighing in at approx. 210 lb without engine. The airframe is riveted from sheets made of aluminum 6061 and 2024 alloys. The ailerons and elevator are operated by rods and the rudder is controlled by cables. All sheet metal parts are already drilled and it is only necessary to rivet them (matched-hole technology utilized). The construction manuals with breakdowns and part numbers are in PDF format and are available on their website for public viewing. Also, videos of each stage of construction, showing the proper sequence of assembly, are provided on the Future Vehicles website.

Rick Bennett, of Bluff City Aircraft LLC (bluffcityaircraft.com) is the US distributor for the Dingo. He built 2 Dingo aircraft and has them on display at the show. Bluff City Aircraft is also a Polini engine distributor, which is the suggested engine option for the Dingo. Rick says the aircraft was designed with a focus on easy and quick assembly. His company sells the complete aircraft delivered in a set of boxes as a kit (shown below) or they will fully assemble, test, and paint the aircraft to the customer’s desire. The price for the kit, without engine, is approximately $15,800 subject to the current exchange rate. Rick says that kits are on the shelf ready to ship in anticipation of the show.

Contact Rick at Rick@bluffcityaircraft.com. Bluff City Aircraft is located near Memphis, TN.

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On display in Paradise City (the show’s area for light planes and ultralights) are a pair of “Dingos” – a relatively new ultralight kit design from Future Vehicles, a manufacturer located in the Czech Republic (futurevehicles.eu/dingo). The Dingo is a single seat, open cockpit biplane weighing in at approx. 210 lb without engine. The airframe is riveted from sheets made of aluminum 6061 and 2024 alloys. The ailerons and elevator are operated by rods and the rudder is controlled by cables. All sheet metal parts are already drilled and it is only necessary to rivet them (matched-hole technology utilized). The construction manuals with breakdowns and part numbers are in PDF format and are available on their website for public viewing. Also, videos of each stage of construction, showing the proper sequence of assembly, are provided on the Future Vehicles website. Rick Bennett, of Bluff City Aircraft LLC (bluffcityaircraft.com) is the US distributor for the Dingo.

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A First Look at Sun ‘n Fun — LSA, We Got ‘em!

By Mark Timney || Leave a Comment

Editor’s Note: Here again let’s take a quick look at some of the LSAs we’ve seen so far at Sun ‘n Fun and welcome Mark Timney to our contributors for this show.

The first-day crowd at Sun ‘n Fun 2024’s Paradise City was a little smaller than usual according to long-time attendees, but what the event’s light sport area might have lacked in numbers it made up for in aircraft evolution.

Of particular note: A sleek, new low wing from Italy’s CFM Aviation that could set the bar for tomorrow’s MLSAs; Magni Gyro’s long awaited M26 Victor; and, a speedy new ultralight flexwing from FlyLight called the ‘Nine. ‘

The hustle and bustle of opening day prevents a detailed report on these aircraft at this time… only an entry-level tease of what Sun ‘n Fun is offering up this year.

Ian Moss, a student trike pilot from eastern Massachusetts, owns the first Flylight Nine flexwing in the US. He’s at Sun ‘n Fun with Blue Collar Aviation demoing what appears to be an especially capable Part 103 ultralight.

The Nine trike, which Great Britain’s Flylight sells through Blue Collar Aviation (BCA) in the US, is distinguished by its 56 mph hands-off cruise speed. And, this ultralight can easily reach higher speeds with its nine meter wing.

The trike’s Cosmos engine and 5 gallons of fuel also keep it in the air for more than 2.5 hours, plus reserve. (Yes, it’s really an ultralight!)

Surprisingly, the tiny wing reportedly doesn’t trade swiftness for instability or a scary stall according to BCA’s Tabor Coates.

“Every pilot who’s flown one has been amazed not only at the speed, but also of the light  handling and comfortable 26 mph stall,” Tabor said.

The trike, which is ready to fly except for engine break-in, comes fully equipped and a chute for just under $25,000.

Coming soon: Blue Collar Aviation is pioneering a new way to economically train flex wing pilots to fly this and other Part 103 trikes. (Full disclosure: The author has taken fixed wing instruction from Tabor Coates.)

Magni’s M26 Victor is now available in the US following a decade of development. The company says its solved the major aerodynamic issues that have plagued enclosed cockpit tandem gyros.

Magni spent more than a decade developing its new enclosed cockpit tandem, the M26 Victor, according to company representative Mark Sprigg, an Alabama dealer representing Magni.

“Enclosed tandems have always had issues with adverse yaw because of the flow of wind around the canopy during turns.  We’ve beat that problem with the Victor,” Sprigg said.

Magni M26 cockpit

Magni’s engineers and designers also believe they’ve transplanted other great features from their open cockpit M16 into this gyro.  Its 110 mph cruise speed and 650 lbs. payload  may even catch the eye of gyro pilots at a time when side-by-side machines are all the rage. The  M26 sells for about $145,000.

Italy’s CFM Aviation hopes its Dardo will Ll fill a niche between LSAs and GA aircraft. It has advanced features–retracts and a constant speed prop, for example–but costs less than some of today’s Sport planes.

MOSAIC’s potential promise of more advanced aircraft for sport pilots is well foreshadowed by CFM’s Dardo.

Company co-owner Ider Brescia says the plane will fill an empty niche. “We believe this is the most affordable and capable option for pilots looking for a faster single engine aircraft, or for flight schools that need an advanced trainer,” said Brescia.

Dardo cockpit

This sleek, two-seat, Italian low wing features retractable gear, a constant speed prop, a Rotax 912, 914 or 915, 138 kts. cruise, and a luxurious cockpit that’s more than 51 inches wide.

Its most amazing feature?  At $250,000 the Dardo costs less than many of today’s LSAs lacking its specs.

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Editor’s Note: Here again let’s take a quick look at some of the LSAs we’ve seen so far at Sun ‘n Fun and welcome Mark Timney to our contributors for this show. The first-day crowd at Sun ‘n Fun 2024’s Paradise City was a little smaller than usual according to long-time attendees, but what the event’s light sport area might have lacked in numbers it made up for in aircraft evolution. Of particular note: A sleek, new low wing from Italy’s CFM Aviation that could set the bar for tomorrow’s MLSAs; Magni Gyro’s long awaited M26 Victor; and, a speedy new ultralight flexwing from FlyLight called the ‘Nine. ‘ The hustle and bustle of opening day prevents a detailed report on these aircraft at this time… only an entry-level tease of what Sun ‘n Fun is offering up this year. The Nine trike, which Great Britain’s Flylight sells through Blue Collar Aviation (BCA) in the US, is distinguished by its 56 mph hands-off cruise speed.

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Live (Sort Of) From Sun ‘n Fun — The Sun’s Out and Stuff’s Happening

By Marc Cook || Leave a Comment

Because deviled eggs. (Photo: Amy Wilder)

It’s delightfully warm and getting even better here in Lakeland, Florida, for the 50th running of the Sun ‘n Fun. What’s happening? Lots. Why haven’t you read much of it here yet? Good question.

Truth is, I was stuck on the Experimental side of the situation—not a bad place to be, actually—for  the first day of the show. But that doesn’t mean there isn’t news to report. Junkers unveiled its new radial-engined A50 today. I spent some time with Dynon Avionics to talk about the new 12-inch version of the SkyView HDX. (See the video I did for Kitplanes below.) And there’s much more to come, with an important opening reception tonight centered on the LSA market. Plus a few of the hardy souls who reached out with an interest to write for this site have been turning in their fine words.

Sun ‘n Fun, from a working perspective, is a whirlwind. News conferences sometimes overlap important forums and other product announcements. But that makes for good buzz and considerable enthusiasm.

So bear with me while we gather the news and plug it into our magic “ones and zeroes machine” for your enjoyment!

(Photo: Amy Wilder)

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It’s delightfully warm and getting even better here in Lakeland, Florida, for the 50th running of the Sun ‘n Fun. What’s happening? Lots. Why haven’t you read much of it here yet? Good question. Truth is, I was stuck on the Experimental side of the situation—not a bad place to be, actually—for  the first day of the show. But that doesn’t mean there isn’t news to report. Junkers unveiled its new radial-engined A50 today. I spent some time with Dynon Avionics to talk about the new 12-inch version of the SkyView HDX. (See the video I did for Kitplanes below.) And there’s much more to come, with an important opening reception tonight centered on the LSA market. Plus a few of the hardy souls who reached out with an interest to write for this site have been turning in their fine words. Sun ‘n Fun, from a working perspective, is a whirlwind.

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Junkers Goes ‘Round — The Scarlett 7U Radial A50 Heritage Is Here!

By Amy Wilder || Leave a Comment

Before the big reveal. (Photo: Amy Wilder)

Editor’s Note: This is a quick preview of the new A50 from Junkers we thought you should hear about ASAP. After we catch our breath, we’ll try to update the story with more detail on such things as pricing and availability. In the mean time, welcome Amy Wilder, editor of our sister publication Plane & Pilot, who is helping out here at Sun ‘n Fun.

Last year at Sun ‘n Fun, Junkers Aircraft Corp. unveiled its A50 Junior design, a revitalized take on the classic 1929 design by Hermann Pohlmann. The refresh featured the classic design, with a Rotax 912 engine. 

Based on consumer feedback and requests, the company today unveiled its A50 “Heritage” model, which the company said in a release “meticulously captured the essence of Hugo Junkers’ imaginative and original design” with its Scarlett 7U radial engine and two-piece glass windscreen.

(Photo: Amy Wilder)

Stay tuned for a video of the press event from this morning’s unveiling at the expo. 

Compress Post ...

Editor’s Note: This is a quick preview of the new A50 from Junkers we thought you should hear about ASAP. After we catch our breath, we’ll try to update the story with more detail on such things as pricing and availability. In the mean time, welcome Amy Wilder, editor of our sister publication Plane & Pilot, who is helping out here at Sun ‘n Fun. Last year at Sun ‘n Fun, Junkers Aircraft Corp. unveiled its A50 Junior design, a revitalized take on the classic 1929 design by Hermann Pohlmann. The refresh featured the classic design, with a Rotax 912 engine.  Based on consumer feedback and requests, the company today unveiled its A50 “Heritage” model, which the company said in a release “meticulously captured the essence of Hugo Junkers’ imaginative and original design” with its Scarlett 7U radial engine and two-piece glass windscreen. Stay tuned for a video of the press event from this morning’s unveiling at the expo. 

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Light Sport Accidents — New LSAs vs. Legacy Trainers

By Ron Wanttaja || 5 Comments

Editor’s Note: This is the second part of Ron Wanttaja’s survey of LSA safety (here’s the first). This time, he takes a close look at how modern LSAs compare with legacy trainers as epitomized by Cessna’s 152, both in terms of accident rates and the kinds of mayhem they succumb to. Let’s dive in!

In the previous safety review, we looked various forms of LSA—SLSA, ELSA and Experimental/Amateur-Built. For this article, we’ll look only at SLSA airplanes. We’re not addressing powered parachutes, weight shift or other SLSA classes—just traditional flying machines with wings and a motor. Call them “SLSA-A,” or “SLSA-As” for plural. We’ll address their accidents from 2005 through 2021.

To identify the SLSA-A accidents, I cross-referenced the NTSB accident database with FAA registrations, including both active and inactive aircraft.

What to compare them to? Let’s pick the near-ubiquitous Cessna 152. It’s close to the general definition of Light Sport, other than exceeding the LSA gross weight requirement. Cessna made almost 7600 of them in the 1977–1985 time frame, though only about a quarter of them remain on the U.S. registry. On the average over the 2005–2021 time period, there’s roughly the same number of SLSAs as Cessna 152s.

Many thought Light Sport Aircraft would be traditional rag-and-tube designs, but the Bristell LSA has a very modern feel.

I also have a good database of Cessna 172 accidents. They’re often used for training, like the SLSA-As and Cessna 152s. The time period of the accidents is different (1998 through 2016), but it should be a valid comparison.

Pilot Error

I divide Pilot Error into two basic categories: Pilot Miscontrol and Pilot Judgment.

Pilot Miscontrol refers to basic stick-and-rudder errors. Undershoots, overshoots, stalls, loss of control on landing or takeoff and so forth.

Pilot Judgment addresses accidents due to faulty decision making: running out of fuel, attempting VFR flight in IMC conditions, etc.

Special Light Sport Aircraft airplanes have about the same rate of pilot error accidents as Cessna 172s.

Figure 1 compares the rates for the SLSA-As, 152s and 172s. Note that the percentage of accidents due to Pilot Judgment issues is almost identical for all three aircraft. This is perfectly logical; the type of airplane strapped to the pilot’s rump is not likely to affect whether they go scud running or buzz the girlfriend’s house.

The Pilot Miscontrol rate varies between the types, but not really by much. The SLSA-A rate is slightly higher than the two Cessnas, but about 10% of its accidents involve tailwheel aircraft. On the other hand, the SLSA-A accidents involve fewer pilots with just Student certificates. Yet, when one combines Student with Sport Pilot certificates, the total for SLSA-A accidents is about the same as for Cessna 152s (which, of course, cannot legally be flown by Sport Pilots).

Figure 1 also includes the fatality rate for each type; that’s the percentage of accidents that result in at least one fatality. The fatality rate for SLSA-As is about 50% higher than the Cessna 152, but only two percentage points more than the 172. But as I discussed in “Homebuilt Accidents: Fatal Factors” in the October 2019 issue, this appears related to the configuration of the aircraft. High-wing aircraft protect the occupants better. The Cessnas are all high wing, but the SLSA world includes a mix of low and high wings. For that matter, the Cessna 150 has a higher  fatality rate than the SLSA-As.

So, taking everything into account, which type of plane is better? In my opinion, it’s pretty much the same.

Wind Issues?

One of the usual warnings about Light Sport Aircraft is their sensitivity to wind. A Cessna Skycatcher weighs 1320 pounds versus a 152’s 1670 pounds. The wind should affect the lighter aircraft more, leading to more wind-involved accidents. Somehow, our grandfathers managed to make it through flight training with airplanes just as light—and taildraggers to boot. Oh, and a Cessna Skycatcher actually has higher wing loading than a 152.

“Conventional wisdom” says that SLSA airplanes are more affected by winds, yet the percentage of total accidents is almost the same as the Cessna 172. Meanwhile, the Cessna 152 sees more accidents related to initial runway contact and loss of control afterward.

Yet, looking at Figure 2, we see some basis for this concern. There are almost twice as many SLSA-A accidents due to the wind’s effects than Cessna 152 accidents.

But look at the results for Cessna 172s: almost identical to Light Sport Aircraft.

Take Figure 2 and cover up the legend—the part that tells which color represents which aircraft type. Could you honestly be certain which bars were SLSA-A accidents?

What about the bounces/hard landings? The greater percentage of loss of directional control? Would you be sure the SLSA-As were neither of those? Again, overall, there’s nothing that stands out.

Mechanical Issues

At last, the LSA bashers have something that can let them rub their hands with glee: As Figure 3 shows, SLSA-As have a higher rate of non-engine-related mechanical failure: more than twice that of the Cessna 152 or 172.

Part of the problem here is that the SLSA-A statistics cover a wide variety of aircraft types. The 417 SLSA-A accidents from 2005 to 2021 include nearly 60 different aircraft manufacturers. Spotting specific issues is difficult.

The statistics show a greater rate of fuel-system related accidents. Sound familiar? If you’ve read my series on Experimental/Amateur-Built aircraft accidents, you’ll remember that fuel systems had an elevated rate there, too—and higher rates for other mechanical issues as well.

The pilot of this Pipistrel lost control while trying to perform maneuvers. He overstressed the wings trying to recover and was saved by timely activation of the BRS.

New airplanes are going to have problems, and fuel system issues can rapidly bring aircraft down. There are undoubtedly some bugs being cleaned up in the Light Sport world. Remember, Cessna has had about 40 years to get problems with the 152 fixed. That includes 21 airworthiness directives for various reasons. With time, fuel system problems in Special Light Sport airplanes will be solved as well. The newest 152 rolled off the Cessna line more than 30 years prior to the start of the time period used for this analysis. Good bet that the little issues had been cleared up long ago.

One factor is likely to be the unfamiliarity of the types in the U.S. aircraft inventory. While the rate of maintenance error is about the same, one might expect that maintainers are far more familiar with the traditional Cessna products.

Engine Non-Issues

The rate of non-engine mechanical failure accidents for SLSA airplanes is greater than the Cessna 152 and 172—which may be partially due to “teething troubles” in new designs. However, the engines in the SLSAs (largely Rotax 912) are more reliable than the O-235s in the Cessna 152s.

Did you notice the other major result in Figure 3? SLSA-As have about half the rate of engine mechanical failure than the Cessna 152. The SLSA-As are only a little higher than the Cessna 172s.

The probable reason? More than 70% of the SLSA fleet uses one of the Rotax four-stroke engines. As discussed in “Homebuilt Accidents: Passing the Engine Baton” in the February 2023 issue, the Rotax 912 has one of the best safety records in the Experimental/ Amateur-Built fleet. This good reliability is obviously being passed on to the Light Sport world. The Continental O-200, used in the Cessna 150 as well as the Cessna Skycatcher, has a failure rate about the same as the Rotax.

Fleet Accident Rate

My usual way to compare types is using the fleet accident rate: the number of airplanes per year that suffer an accident versus the total number of that type in the registry.

The yearly fleet accident rates are depicted in Figure 4. It shows the SLSA airplanes at a higher rate, tapering down over the years as the fleet size increases. It’s fairly close to that of the Cessna 152s as the years pass.

The annual fleet accident rate for the SLSA airplanes was higher than the Cessna 152 at the beginning but has been tapering off as the fleet matures.

However, there’s another factor here: The fleet accident rate doesn’t reflect how much the aircraft are flown, nor does it take into account the number of aircraft still in the registry that are inactive.

It gets rather interesting when those factors are included. The annual FAA General Aviation Survey includes flight-hour estimates and the estimated percentage of the fleet still active. Unfortunately, while it includes estimates for Special Light Sport Aircraft, it does not break the numbers down to the SLSA airplanes. Similarly, while it includes estimates for all reciprocating-engine aircraft, no estimates for specific aircraft types are included.

However, if one uses the “generic” estimates for comparison, SLSAs fly 25% more hours per year than 152s, and 33% more of the SLSAs are active aircraft.

So, it’s likely the accident rate for the SLSA airplanes is close to that of the 152s.

Conclusions

When performing analyses like these, the analyst usually hopes the data produces an unequivocal outcome. Good or bad, we want a definitive answer.

No such luck here. Comparing SLSA airplanes to the Cessna 152? Practically a wash. Yes, the SLSA-As see more wind-related accidents (like everyone expected) but do better in other categories. And the wind-related rates are close to that of the ubiquitous Cessna 172.

The number of SLSA airplanes in the U.S. registry has overtaken the Cessna 152.

The higher rate of mechanical failure for the SLSA-As does seem significant. Even more so when you consider the Cessna 152s involved in accidents had an average total time of 10,300 hours…vs. just 350 hours for the SLSA-As.

On the other hand, the engines for the SLSA-As are more reliable, with the Lycoming O-235 having a failure rate almost twice that of the Light Sport fleet. When all the causes of engine failure are tallied (both mechanical issues and pilot issues, such as running out of fuel), the SLSA-As come out significantly better. Twenty-seven percent of Cessna 152 accidents stem from a loss of engine power, versus 19% for the SLSA-As. Cessna 172s are even lower, about 15%.

So, what’s the final call?

Pilot error rates are about the same as those of the Cessna 152s and 172s. The higher rate of mechanical-failure-related accidents are somewhat offset by the use of more reliable engines.

Personally, I’d call it even. While there are obviously things to watch for, I don’t believe the Special Light Sport airplanes have an accident rate significantly different from the traditional fleet.

The basic Tecnam design dates back over 60 years, but the company started producing an LSA-compatible version in 2008.

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Editor’s Note: This is the second part of Ron Wanttaja’s survey of LSA safety (here’s the first). This time, he takes a close look at how modern LSAs compare with legacy trainers as epitomized by Cessna’s 152, both in terms of accident rates and the kinds of mayhem they succumb to. Let’s dive in! In the previous safety review, we looked various forms of LSA—SLSA, ELSA and Experimental/Amateur-Built. For this article, we’ll look only at SLSA airplanes. We’re not addressing powered parachutes, weight shift or other SLSA classes—just traditional flying machines with wings and a motor. Call them “SLSA-A,” or “SLSA-As” for plural. We’ll address their accidents from 2005 through 2021. To identify the SLSA-A accidents, I cross-referenced the NTSB accident database with FAA registrations, including both active and inactive aircraft. What to compare them to? Let’s pick the near-ubiquitous Cessna 152. It’s close to the general definition of Light Sport, other than exceeding the LSA gross weight requirement.

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