ByDanJohnson.com

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:

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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.

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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.

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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.

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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. 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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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 30^th 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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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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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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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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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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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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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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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. 

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