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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Happy Birthday Sport Pilot / Light-Sport Aircraft!

By Dan Johnson || Leave a Comment

Some may find it hard to believe that ten years have passed since FAA made its grand announcement introducing the Sport Pilot / Light-Sport Aircraft regulation. Others may see it differently. Some thought the rule was a long while coming. A number of people gave of their time to an ARAC (Aviation Rulemaking Advisory Committee) that deliberated for more than ten years prior to the 2004 announcement. What started out as a means to expand ultralight aircraft and to “fix” certain problems that had arisen ended up doing something completely different … although some in the agency maintain they did fix the “fat,” or two seat “ultralight problem.” Many insiders didn’t feel the problem got solved so much as got buried under other initiatives, but that’s a story for another article. What did emanate from the ARAC work and FAA’s lengthy internal deliberations was a game-changing method of approving aircraft and I, for one, salute the agency for its brave achievement. That decision announced ten years ago this summer spurred the market entry of an astounding 136 new models in less than a decade. It is also spreading around the world (subject to modifications by countries accepting the ASTM standards).

To commemorate this achievement in rulemaking — which some might refer to as deregulation — EAA has arranged a superb location to host an exhibit many AirVenture 2014 attendees will want to visit. In a space known to many as AeroShell Square (photo) — recently announced as Boeing Plaza — EAA will host a collection of aircraft that aims to span a good portion of the LSA fleet. Of course, space is not available to show all 136 models approved and not all of them continued to be offered but the Wisconsin organization, with help from the Light Aircraft Manufacturers Association, is arranging a broad display that should convey the possibilities from conventional-looking fixed wing, three axis airplanes to weight shift, to motorgliders, to powered parachutes to gyros. Whatever the final mix of flying machines available for viewing, plenty should be on display right at the heart of AirVenture. Most of the top brands have committed to participating. EAA is working on personnel to staff a tent on the exhibit space with the goal of assisting those interested in Sport Pilot or Light-Sport Aircraft to learn more.

How many people are attracted by Sport Pilot and the aircraft someone possessing that certificate can fly (or those using their current certificate to exercise the no-medical privileges of Sport Pilot)? That’s a good question. To answer, I refer you to a recent survey conducted by AOPA through their Aviation eBrief electronic publication that provides news for and about the general aviation community. The organization asked: “Do you fly or could you see yourself flying under the sport pilot rule?” Their results are presented in the nearby chart. Excluding those who say they would not fly as a Sport Pilot, we see that nearly three quarters (73.6%) can see themselves using this pilot certification including more than one in eight AOPA respondees who presently use it. On the eve of the 10th anniversary celebration, this is encouraging for the Light-Sport Aircraft producer community and those flight schools that are training new pilots or helping already licensed pilots to transition to these airplanes. Note that in addition to fully built Special LSA, Sport Pilot certificate holders may fly standard category aircraft or homebuilt aircraft so long as those flying machines meet the parameters (1,320 pound gross weight; speed less than 120 knots, etc.). Thus, available aircraft include SLSA, ELSA, or what former EAA staffer, Ron Wagner, once clearly identified as Sport Pilot-eligible aircraft.

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Some may find it hard to believe that ten years have passed since FAA made its grand announcement introducing the Sport Pilot / Light-Sport Aircraft regulation. Others may see it differently. Some thought the rule was a long while coming. A number of people gave of their time to an ARAC (Aviation Rulemaking Advisory Committee) that deliberated for more than ten years prior to the 2004 announcement. What started out as a means to expand ultralight aircraft and to “fix” certain problems that had arisen ended up doing something completely different … although some in the agency maintain they did fix the “fat,” or two seat “ultralight problem.” Many insiders didn’t feel the problem got solved so much as got buried under other initiatives, but that’s a story for another article. What did emanate from the ARAC work and FAA’s lengthy internal deliberations was a game-changing method of approving aircraft and I, for one, salute the agency for its brave achievement.

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Electric Trike Soars (Literally) into Record Book

By Dan Johnson || Leave a Comment

Gary Davis, a partner in a Greenville investment management firm, launches from the Greenville, South Carolina Downtown Airport en route to a world record. photo by Gary Davis

Randall Fishman’s original electric trike. See articles on 2007 electric airplanes and Fishman’s state-of-the-art ULS.

On his way to nearly 5,000 feet AGL, Gary Davis managed to set a record for electric aircraft. photo by Gary Davis

On Saturday, June 21 with a good crowd watching, an electric-powered trike took off and climbed into the FAI record book, or will after the organization’s normal process is followed. Let me state right up front that this story was recently released on AOPA’s ePilot written by our journalist friend Jim Moore. Despite appearing in the big member organization’s eNewsletter, the story was too cool for me to pass up for ByDanJohnson.com plus, as usual, I have an additional perspective to offer. The images are all courtesy of record-holder-to-be, Gary Davis. If you click the link above you can read Jim’s whole article; I encourage you to do so.

As Jim wrote Gary flipped the switch and flew, “a custom combination of a North Wing Stratus trike wing matched to an electric-powered trike frame designed by Randall Fishman.” We have a number of articles and videos about Randall’s pioneering work. He is arguably THE originator of practical electric powered airplanes, meaning that you can today buy and start flying your own electric airplane. You do not have to wait years for this opportunity. You can do it now! That’s cool. For those on a budget or for those of us who like weight shift, a trike similar to Gary Davis’ is available for around $20,000 ready-to-fly and that includes the wheeled trike carriage, electric power system, wing, battery pack, and a customized battery charger. Because it’s electric, the purchase price essentially represents several years of buying gasoline and oil making it an especially affordable expense. For those who want higher performance from a smooth, slick rig with three axis control you can choose Randall’s beautiful ULS, featured in this video, which sells for around $60,000. You can get more details about the airplanes Randall sells at his Electric Aircraft Corporation website.

Gary Davis took his electric trike to nearly 4,700 feet, a number substantial enough to earn a record … eventually. Jim wrote, “NAA staff said it will take roughly 60 days to verify the data captured by the sensitive barometric pressure recorder on board, and calibrate it with readings taken at ground level to confirm a maximum altitude of roughly 4,660 feet. Once the national record is established, it will be forwarded to the Fédération Aéronautique Internationale for ratification as a world record, a process likely to require months more.” Davis flew until he exhausted the batteries or about a half hour of high power output. Randall would say that the battery pack can provide more flying time if you weren’t at full “throttle” all the time. I experienced something similar in the eSpyder. Congratulations to Gary! Like me, he’s a hang glider pilot so while he surely enjoyed the whole exercise and the applause of those watching as he touched down, the flight down without power was likely also satisfying.

Let me end this happy little tale with another nod to Jim Moore. Filling his role as a journalist for the big AOPA member organization I find his writing creative and entertaining. He’s shown a willingness to cover the light end of aviation for AOPA, which is appreciated. So, for this story and his positive attitude, I want to offer a large THANKS! to Jim.

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On Saturday, June 21 with a good crowd watching, an electric-powered trike took off and climbed into the FAI record book, or will after the organization’s normal process is followed. Let me state right up front that this story was recently released on AOPA’s ePilot written by our journalist friend Jim Moore. Despite appearing in the big member organization’s eNewsletter, the story was too cool for me to pass up for ByDanJohnson.com plus, as usual, I have an additional perspective to offer. The images are all courtesy of record-holder-to-be, Gary Davis. If you click the link above you can read Jim’s whole article; I encourage you to do so. As Jim wrote Gary flipped the switch and flew, “a custom combination of a North Wing Stratus trike wing matched to an electric-powered trike frame designed by Randall Fishman.” We have a number of articles and videos about Randall’s pioneering work.

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AirCam Fly-in at Beautiful Heaven’s Landing

By Dan Johnson || Leave a Comment

The landscape around Heaven’s Landing is beautiful but rather forbidding to low-level single engine flying. AirCam can loiter easily and can slow into the 35-knot range to allow full scenic absorption. See full AirCam specs.

At one of the company-organized AirCam fly-ins, a collection of colorful and powerful twin engine aircraft gathered at Heaven’s Landing, a beautiful airpark development in the Northeast Georgia mountains.

Lockwood Aircraft has been working on a full enclosure canopy for AirCam; here you see the prototype. It can be removed in 30 minutes.

Phil Lockwood (front) and Robert Meyer (not shown) gave many sales demonstration flights and offered area rides to others in one of the very few airplanes that will allow flying, safely, at low levels over densely tree covered terrain.

Company fly-ins are surprisingly rare despite offering a useful tool to propel new sales, to stimulate interest and camaraderie among existing owners, and to invigorate enjoyment of flying machines. This message became more obvious as a number of people joined a group of AirCam owners at Heaven’s Landing, an airpark in northeast Georgia that is surrounded by hundreds of acres of densely forested nature managed by the U.S. Forest Service. Mountains rise to 3,000 feet above sea level and form an undulating landscape of tree-covered slopes. Such an area is perfect for an aircraft like AirCam that so excels in low-level flying. Indeed, I cannot think of another aircraft I would willingly fly over terrain where landing areas are so sparse. For those who do not know, AirCam is essentially a grown-up ultralight with twin pusher engines that can easily climb — even take off! — on only one of its two powerful engines. At 1,680 pounds and with two Rotax 912 engines producing 200 horsepower, AirCam is so potent that it can ascend at 2,000 feet per minute at full thrust and can still climb nearly 500 fpm with one engine idled. As one owner explained, AirCam operates at roughly the gross weight of a Piper Cub, which once flew with only 65 horsepower. In another comparison, AirCam is barely heavier than a Cessna 152, which has half the horsepower.

AirCam is produced by Lockwood Aircraft, one of several companies that share the last name of principal Phil Lockwood, a man known widely for his airshow seminars that demonstrate his encyclopedic knowledge of powerplants especially the Rotax line and particularly the 9-series. As he operates the largest service center for the Austrian engines, Phil has often been involved in the manufacturer’s investigations of new engine models, lubrication products, service techniques, and more. His steady pursuit of knowledge for the 9-series engines has made him a leading global expert who is highly sought-after for his mastery of the subject. Of course, regular readers will recognize that with its twin engines and higher weight, AirCam is not a Light-Sport Aircraft. Indeed, it can only be bought as an Amateur-Built kit and you’ll need at least a Private Pilot certificate with multiengine rating to fly one. Before FAA changed their mind (they reportedly will no longer grant an ME rating flying only in AirCam), I was able to earn my multiengine rating in an AirCam including taking the check ride. It must be one of the very easiest multiengine aircraft in all of aviation; the unlikely loss of an engine is so easily managed and the airplane performs so well on a single engine that winning the ME rating in one is almost cheating. However, this makes the flying machine highly enjoyable and inspires a great sense of safety.

About a dozen AirCam owners flew in for the Heaven’s Landing event include three from Florida, about a six-hour flight. As I assisted the company prepare for a new video, I interviewed owners and others who had just taken an AirCam flight. In my regular video taped conversations with pilots I often have to remind them to smile and show their enjoyment. While I understand many folks get nervous with a camera trained on them, the AirCam’ers appeared naturally motivated; everyone smiled often and especially when asked how they enjoyed the flight or their ownership. Their enthusiasm is infectious which probably explains one reason why Lockwood Aircraft can host a succession of AirCam fly-ins that are well attended. You can get some sense of their enjoyment by watching a company video. If you’ve not seen one of these productions I encourage you to check them out. AirCam videos are polished and professional efforts with flying scenes you won’t see from other companies. Go to their website for a taste or find the company’s exhibit at airshows where they regularly have a large screen looping a BluRay DVD.

Company pilots Phil and sales director Robert Meyer flew prospective customers and others all day long for two days, logging enough such flights to wear out most pilots. It was worth it, though, as they gained a couple solid sales and stimulated interest from others that may decide later. The location of Heaven’s Landing gave Phil and Robert an excellent venue to show AirCam as one of the very few airplanes that will allow flying, safely, at low levels over densely tree covered terrain. If you love sport flying and you’ve never considered an AirCam — which can be built for $130-150,000 — you might want to attend an AirCam fly-in and sample this special machine. AirCam is a kit that sells for more than $100,000 with engines (that are worth around half the total) but it is singular in its capabilities and the company is so respected for its quality and service that Robert reported selling 16 AirCam kits in the last nine weeks. Any company would love to match such a performance. More than 150 AirCams are flying and the demand is such that used, finished examples command near-retail prices that show how well they retain their value.

Take a run down the line of AirCam assembled at Heaven’s Landing in this video.

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Company fly-ins are surprisingly rare despite offering a useful tool to propel new sales, to stimulate interest and camaraderie among existing owners, and to invigorate enjoyment of flying machines. This message became more obvious as a number of people joined a group of AirCam owners at Heaven’s Landing, an airpark in northeast Georgia that is surrounded by hundreds of acres of densely forested nature managed by the U.S. Forest Service. Mountains rise to 3,000 feet above sea level and form an undulating landscape of tree-covered slopes. Such an area is perfect for an aircraft like AirCam that so excels in low-level flying. Indeed, I cannot think of another aircraft I would willingly fly over terrain where landing areas are so sparse. For those who do not know, AirCam is essentially a grown-up ultralight with twin pusher engines that can easily climb — even take off! — on only one of its two powerful engines.

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Flying Serbia’s Light-Sport Aircraft Entry

By Dan Johnson || 2 Comments

Update April 13, 2018 — At Sun ‘n Fun  2018, I was shown documents and photos to suggest the problem was the opposite of what appears in the following paragraph. Without legal discovery, for which I am not qualified, it is challenging to sort out the truth, however, based on the four years of history that has followed this story, I’m inclined to believe Aeroeast is a legitimate producer. In any event, as the aircraft has since changed in many ways, I consider the matter closed and wish Aeroeast good success in the future. —DJ

Update August 10, 2014 — At AirVenture 2014, I was informed that Aero-East-Europe’s Sila 450 is significantly based on a Max Tedesco design. When I heard this comment, I recall I had looked at the Serbian aircraft featured in the following article and thought it looked vaguely familiar. Many aircraft designs share a resemblance so I didn’t think much of it and I was no where near any of Tedesco’s airplanes to have a comparison. According to World Aircraft proprietor Eric Giles, the Sila 450 is a Max Tedesco design on which royalties were never paid. If this aircraft interests you, it will prove much easier to buy a very similar aircraft if you contact World Aircraft and you will not then be violating anyone’s intellectual property. My regrets for any confusion in this matter. —DJ

Original Article — Quick! Do you think you can point to Serbia on a map? (Hint: It’s south of Hungary and north of Greece. Don’t feel bad if you didn’t know; few that I’ve asked were sure. Along with countries like Bulgaria, Serbia simply isn’t on the mind of many westerners, a throwback to the dark and mysterious days of the Soviet Iron Curtain. Most Yankees have little awareness of the light aircraft industry in such eastern European countries. This article may change that a bit. At the Rotax 25th Anniversary Fly-In earlier this month I had an opportunity to fly the Aero-East-Europe (brand) Sila 450 (model) with General Manager Matic Milorad. I didn’t have to risk mispronouncing his name as he quickly said, “Just call me ‘Mago’.” My experience with Sila 450 was positive — more details below — and, as always, such new exposure brought a chance to learn. Through many nations around the globe that support recreational sport aviation communities and their manufacturers, the breadth of light aircraft is astoundingly varied.

Mago, a former construction company owner who once operated in Italy, had a smooth command of English and of his airplane, appearing completely at ease in his flying machine. Sila 450 is the model name deriving from SILA as Serbian Industry Light Aircraft with the 450 being the European weight limit in kilograms for an “ultralight” (different than U.S. Part 103 ultralights). We flew in an aircraft Mago was delivering to a German customer who preferred analog instruments. Mago assured me a Sila can be and typically is delivered with glass screens as we’ve become used to seeing in the USA. Mago’s airplane enterprise is called Aero-East-Europe and is based in Kraljevo, Serbia on the Lyka airport, which aerodrome has an aviation history dating to 1926.

Sila 450 might be the airplane Cessna should have built when they offered their Skycatcher. By that I mean Sila is a conventional aircraft in many ways. It does not use the smooth lines of carbon fiber designs; Sila is all metal. It is not cantilevered, using dual struts. Sila’s instrument panel, though faceted to better show instruments to its occupants, lacks the automobile-inspired undulations of Icon’s A5. As expected since I flew the aircraft at the Rotax Fly-In, Aero-East-Europe uses the 912, an engine that Cessna initially considered. Our test Sila was equipped with an airframe parachute system (a fact I always appreciate after working in that industry for many years). Sila 450 is an aluminum structure around welded steel created with support from Serbian universities. The company has built more than 120 aircraft since 2006, a figure suggesting reasonable market acceptance, especially given the large number of competing aircraft made in the European community.

Mago is an interesting combination of intense and laid back. He obviously loves flying and trusts his design. On our takeoff from Rotax’s home field of Weisse Moewe, Sila seemed to leap off the ground and climb powerfully for several hundred feet. Ground roll is listed at 146 feet, which I’m inclined to believe after noting our fast launch. Climb is 1,000 fpm but it felt even stronger on initial climbout. As we ran through basic maneuvers, stall proved very slow at around 30 knots. Given a max speed of close to 110 knots, Sila nearly reaches the magical 4:1 ratio from slowest to fastest. Handling was very predictable. Stability was proven though joystick push- or pull-and-release checks plus Sila held attitude even in steep turns with modest control input. Overall, the airplane behaved with good manners. The interior was, like the exterior, conventional in its construction but with a decent finish. In other words, it doesn’t qualify as fancy but is well appointed. Cabin width was a spacious 47.6 inches. So you get a lot but you don’t pay much. That conventional construction plus eastern European costs allow Aero-East-Europe to sell Sila for €55,000 (about $76,000 at present exchange rates) before shipping or government expenses. At that, I see a fair bargain in a well-flying airplane. Mago (photo) is keen to investigate entering the American market. While we have a surplus of well regarded airplanes from more famous brands, some pilots express an interest in something different. Sila may fit that requirement.

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Update April 13, 2018 — At Sun ‘n Fun  2018, I was shown documents and photos to suggest the problem was the opposite of what appears in the following paragraph. Without legal discovery, for which I am not qualified, it is challenging to sort out the truth, however, based on the four years of history that has followed this story, I’m inclined to believe Aeroeast is a legitimate producer. In any event, as the aircraft has since changed in many ways, I consider the matter closed and wish Aeroeast good success in the future. —DJ Update August 10, 2014 — At AirVenture 2014, I was informed that Aero-East-Europe’s Sila 450 is significantly based on a Max Tedesco design. When I heard this comment, I recall I had looked at the Serbian aircraft featured in the following article and thought it looked vaguely familiar. Many aircraft designs share a resemblance so I didn’t think much of it and I was no where near any of Tedesco’s airplanes to have a comparison.

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HKS Four-Stroke Engine is Back on the Market

By Dan Johnson || 16 Comments

HKS 700E powerplant – For more information about the HKS 700E engine, read this HKS arrival article from September, 2000.

HKS turbocharged 700T engine

Watch our 2012 video with Jerry Olenik and his HKS-powered Micro Mong.

A majority of pilots express a preference for four-stroke engines due to their lower noise signature, reduced fuel consumption, ease of fueling and other reasons. For larger aircraft, engines from Rotax, Continental, and Jabiru may be preferred choices but for lighter aircraft most of these engines are more than needed (though the 80-hp Rotax 912 UL and 81-hp Jabiru 2200 can work for some intermediate-sized light aircraft). All the preceding engines are more costly as well. One popular, economical choice was the HKS from Japan but that well-regarded engine appeared destined to disappear from the American market, a shame as it is one of only a few engines to have successfully complied with the ASTM standards needed for use on LSA. No such FAA acceptance is needed for Part 103 ultralight vehicles or Experimental Amateur-Built aircraft. Fortunately, to paraphrase Mark Twain, “Reports of [the HKS] death were greatly exaggerated.”

Earlier in 2014, HKS discontinued production of HKS-700E and HKS-700T. The manufacturer also terminated the distribution agreement with, former distributor APSU, LLC. However, in early June three representatives of Japan’s HKS Co. Ltd., met with U.S. businessmen at Green Sky Adventures’ north Florida location. “This was a follow up to an initial meeting in April where a proposal presented to Green Sky Adventures, Earthstar Aircraft, and Quicksilver Aircraft Northeast was discussed,” reported Green Sky president Jerry Olenik. He added. “HKS 700E will have another production run which remains on schedule to begin in August, with shipping to commence as early as late September. As described on our web site, parts supply is fairly well covered, and Tuesday’s meeting left us with an understanding, that any shortage of replacement parts prior to shipment of new engines will be possible to correct.” HKS 700E is a twin cylinder 60-horsepower powerplant. Regarding the turbocharged, 80-horsepower 700T, Jerry reported, “HKS representative told us flatly the 700T would not be put back in production.” The stated reason: Garrett’s reluctance to continue supply of turbochargers for this application. It is said HKS values a relationship with Garrett for other endeavors, so will honor their wishes.

However, technical requirements for the 700T are “definitely supported,” Jerry noted. He indicated that an engineer with HKS Co., who has been out of the aviation division for several years is back with this portion of HKS. “I cannot express strongly enough how important that is” said Olenik. “There are roughly 40 700T in the field. Because of their newness and complexity, they consume a disproportionate amount of time for technical assistance. There has been a steep initial learning curve for all involved which is gradually tapering off.” Jerry also said that the group of 700T owners have been “patiently quiet” in their worries of being orphaned after their decision to choose this power plant and “those worries should be significantly reduced.” The 700T model was well regarded for its light weight, higher power, and fuel efficiency.

Green Sky Adventures, Earthstar Aircraft, and Quicksilver Aircraft Northeast, are three separate companies, each with a distinct business model and goals. “I believe I can say for myself,” Jerry summarized, “and on behalf of Mark Beierle of Earthstar Aircraft, and Chris Hatin of Quicksilver Aircraft Northeast, we are honored that HKS Co., has selected our three companies as the marketing channel for their aviation product.” At this time, the price of HKS-700e remains $9,370 for the basic engine, with 3.47 or 2.58 reduction ratio, electric start, regulator rectifier, dual CD ignition, carburetors, and air filters. Other required accessories include exhaust, oil tank, oil cooler, oil lines, oil fittings, prop, and instruments.

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A majority of pilots express a preference for four-stroke engines due to their lower noise signature, reduced fuel consumption, ease of fueling and other reasons. For larger aircraft, engines from Rotax, Continental, and Jabiru may be preferred choices but for lighter aircraft most of these engines are more than needed (though the 80-hp Rotax 912 UL and 81-hp Jabiru 2200 can work for some intermediate-sized light aircraft). All the preceding engines are more costly as well. One popular, economical choice was the HKS from Japan but that well-regarded engine appeared destined to disappear from the American market, a shame as it is one of only a few engines to have successfully complied with the ASTM standards needed for use on LSA. No such FAA acceptance is needed for Part 103 ultralight vehicles or Experimental Amateur-Built aircraft. Fortunately, to paraphrase Mark Twain, “Reports of [the HKS] death were greatly exaggerated.” Earlier in 2014, HKS discontinued production of HKS-700E and HKS-700T.

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50,000 Engines and Counting in 25 Years

By Dan Johnson || Leave a Comment

I am writing from Europe, from two neighboring towns in what’s called Upper Austria: Wels and Gunskirchen. The former is where the Rotax flying field is located and the latter is where the sprawling Rotax factory is headquartered. The occasion is the 25th anniversary celebration for the 912 engine series and, by good fortune or exquisite planning, the simultaneous occasion for production of the 50,000th engine in the 9-series.

The large Austrian company that employs 1,100 people in a modern factory produces engines for a variety of applications in large volumes. Among these are engines for BMW motorcycles and others plus a range of engines used in their own products including snow mobiles, watercraft, and on- and off-road vehicles. They also make engines for unmanned air vehicles or drones and, as you are well aware, aircraft engines for Light-Sport, light kits, and ultralight aircraft. Of the latter, they’ve built more than 170,000 engines. The final assembly of the aircraft engines, composing some of the most desired job positions in the company, are done by a special aircraft engine team (photo, red shirts) in a separate facility from the giant manufacturing hall.

A carefully managed company that encourages and uses a large number of suggestions from their manufacturing personnel is impressive in its detailed approach to high quality products. Improvements small and large are encouraged from workers and successful ideas are celebrated and rewarded. Management and their staff (photo, white shirts) do an impressive job of oversight but are quick to note the value of their team members with wrenches in their hands. Computerized equipment is widely used from fully automated robots to methods of helping workers do top-notch work. An example: Hand-held screw machines not only help workers do their job but send information to computers to count the number of screws installed per engine and to record the torque level for each one. Many other such controls are in place resulting in engines that have very few faults. When a problem is discovered, both innovative and ordinary means are employed to quickly remedy the situation. Top managers meet every day with team leaders right on the factory floor in plain sight of workers. Every engine is test run; aircraft engines have a thorough test program.

At the Rotax Fly-in groups from 20 countries gathered to help the company and its employees celebrate their 25 years in aircraft engine production that has resulted in 50,000 9-series engines. You can do the math in your head to see their output but keep in mind that figure does not include many two stroke engines nor any of the other engines produced in Gunskirchen. Airfield activities allowed everyone to take flights in 912 iS-powered aircraft or take a ride on the company’s handsome three-wheel motorcycles. I did the latter plus took my first flight in Rotax’s test-bed Tecnam P-92 now powered with the latest 912 iS Sport engine model. Austria is a beautiful country and it was great to gain an aerial perspective of the home airport and factory for this major contributor to the success of Light-Sport Aircraft. Rotax enjoys approximately an 80% market share among light aircraft engine producers and all who attended their event, took factory tours, and met the team members have a better idea why this company has such a convincing lead. Thanks, Rotax, for all your hard work and for a great party to celebrate 25 years of doing it well.

With Francois Tremblay leading the announcements, the following short video provides some feel for the excitement generated by production of 50,000 912 engines over 25 years.

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I am writing from Europe, from two neighboring towns in what’s called Upper Austria: Wels and Gunskirchen. The former is where the Rotax flying field is located and the latter is where the sprawling Rotax factory is headquartered. The occasion is the 25th anniversary celebration for the 912 engine series and, by good fortune or exquisite planning, the simultaneous occasion for production of the 50,000th engine in the 9-series. The large Austrian company that employs 1,100 people in a modern factory produces engines for a variety of applications in large volumes. Among these are engines for BMW motorcycles and others plus a range of engines used in their own products including snow mobiles, watercraft, and on- and off-road vehicles. They also make engines for unmanned air vehicles or drones and, as you are well aware, aircraft engines for Light-Sport, light kits, and ultralight aircraft. Of the latter, they’ve built more than 170,000 engines.

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Renegade Moves Closer to an “American Falcon”

By Dan Johnson || 3 Comments

Falcon, which uses Lycoming’s LSA powerplant entry, was shown in front of the engine manufacturer’s tent at AirVenture Oshkosh.

photo by James Lawrence (website)

For 18 months, we haven’t seen much of a sleek low-wing airplane called the Falcon LS. Even its name was challenged by French bizjet maker, Dassault Falcon, because … well, you know, someone might be confused. However, Renegade Light Sport Aircraft operator Doc’ Bailey is not an idle man waiting for the weeds to grow between his toes. He’s been busy creating his SPAR race circuit and — even though he had to relocate again after moving from Missouri to Florida (he’s now happily quartered at the sport aviation-friendly Deland airport) — Doc’ has been quietly plugging away on his Falcon line. He’s also kept his spare time to a minimum representing the D-motor video and the B.O.T. Super Cruiser, while simultaneously creating his Lil’ Rascal version of the Pitts S1 biplane. OK, so he’s busy but what about Falcon?

VX Aerospace is an advanced composites company near the Appalachian Mountains in Morganton, North Carolina. “VX Aero designs and manufactures a wide range of tooling and parts for automotive and heavy-truck applications, and even carbon fiber-reinforced composite ceiling fan blades, aerospace structures are its core competency, wrote editors of Composites World online. VX’s top engineer and founder is Bob Skillen — a degreed aerospace engineer and ex-U.S. Navy F-14 aviator with more than 25 years of experience — who has taken on the project of fabricating all carbon components of the Renegade’s Falcon. On May 1, 2014, Composites World wrote, “Currently, two composite aircraft projects occupy the company’s 17,000 square foot production space. The first is the Falcon, a sleek, low-wing, high-performance sport aircraft esteemed by some as “the Ferrari of light aircraft.” Originally built in Hungary, a handful of the planes made it to the U.S. before the manufacturer, Corvus, went bankrupt. A groundswell of demand spurred an effort to put the plane into production in the USA. Via a memorandum of understanding with Renegade Light Sport Aircraft (Deland, Florida), VX has assumed responsibility for design, engineering, tooling and manufacture of the Falcon airframe, while Renegade controls sales, marketing and FAA certification.” In a telephone interview, Doc’ was effusive about the capabilities of VX Aerospace and he anticipates the arrival of all CAD-redesigned parts in Deland where his team will begin producing Falcons. He did not expect the first airplane by AirVenture 2014 but hopes the model will fly shortly afterward.

The majority of LSA are powered by Rotax and a good number are propelled by Continental, while few use the Lycoming. However, this powerplant is a favorite of many American aviators and Renegade is leading the charge to use them. Doc’ has installed the newest LSA-version of the Lycoming IO-233 on his Falcon LS. “The IO-233-LSA is a sister of the ubiquitous O-235 (powering the majority of Cessna 150/152′s flying today) sharing most major components,” reported Doc’. Lycoming’s IO-233-LSA accepts both no-ethanol mogas and avgas and offered fuel injection even before Rotax introduced their 912 iS in 2012. “Lycoming also includes a triple-redundant, dual-electronic ignition system for increased simplicity and decreased weight,” added Bailey. The Falcon LS was reportedly the first airframe to fly the new IO-233 on October 6, 2010.

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For 18 months, we haven’t seen much of a sleek low-wing airplane called the Falcon LS. Even its name was challenged by French bizjet maker, Dassault Falcon, because … well, you know, someone might be confused. However, Renegade Light Sport Aircraft operator Doc’ Bailey is not an idle man waiting for the weeds to grow between his toes. He’s been busy creating his SPAR race circuit and — even though he had to relocate again after moving from Missouri to Florida (he’s now happily quartered at the sport aviation-friendly Deland airport) — Doc’ has been quietly plugging away on his Falcon line. He’s also kept his spare time to a minimum representing the D-motor video and the B.O.T. Super Cruiser, while simultaneously creating his Lil’ Rascal version of the Pitts S1 biplane. OK, so he’s busy but what about Falcon? VX Aerospace is an advanced composites company near the Appalachian Mountains in Morganton, North Carolina.

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SkyCraft Completes Flight Testing of Minisport LSA

By Dan Johnson || Leave a Comment

Shown in flight is the SD-1 Minisport. While the U.S. team works through the ASTM standards compliance process we present this photo of the Czech manufacturer’s version. SD-1 Minisport was created by designer Igor Spacek.

We’ve followed SkyCraft’s Minisport in earlier articles and will keep our eye on this handsome, affordable single seat SLSA candidate. It is available in either tricycle gear or taildragger configuration.

“After a long winter and spring dodging the Utah weather,” SkyCraft Airplanes announced that their SD-1 Minisport, “has completed flight testing successfully, meeting all the performance requirements needed for SLSA Certification.” The Orem, Utah company reported, “The plane was found to have good longitudinal and latitudinal stability and exhibited no issues with flutter, vibrations, or dangerous stall/spin tendencies.” SkyCraft representatives said they were able to verify the performance specifications for the SD-1 achieved by its Czech designers (see video below for a performance hint using a European aircraft). SkyCraft said that following the flight test regimen, they posted updated specifications on the Minisport page.

Minisport has been flying in Europe since 2007 when the airplane and company were created by designer Igor Spacek. The U.S. team first contemplated a kit aircraft — SD-1 Minisport is constructed significantly of wood making it a great project for some craftsmen — but later elected to go the fully-built Special LSA route. One part of meeting ASTM’s comprehensive standards set is flight testing. “In addition to ensuring the aircraft’s compliance with ASTM standards,” said SkyCraft’s Director of Marketing Paul Glavin, “the flight test program focused on the pilot experience of flying the SD-1 Minisport.” After completing the series, he added, “Based on flight testing reports, SkyCraft will be updating the interior layout of the aircraft prior to delivery to customers.” The U.S. team preparing Minisport uses the same engine as the Czech group. SD-1 is powered by Hirth’s F-23 engine that produces 50 horsepower and boasts dual ignition, fuel injection, and a 1,000 hour time between overhaul. (Watch our video review of Hirth’s engine line.) SD-1 Minisport is available in either tailwheel or tricycle gear configurations.

“The most significant change will be the elimination of the MGL gauges for a more fully integrated Dynon setup,” observed SkyCraft. “This cleaner instrument panel will make the SD-1 more user-friendly and will also allow the aircraft to take advantage of more of the Dynon glass cockpit capabilities.” Reps noted that they believe this change makes the airplane safer since the Dynon SkyView is backed up with a two-hour emergency power supply. “SkyCraft is committed to delivering a safe, comfortable, and fun flying experience, and we are now fully confident that the SD-1 Minisport provides exactly this,” added Glavin. “Completion of flight testing is a significant achievement in SkyCraft’s ultimate goal of certifying the SD-1 Minisport as a SLSA aircraft. With the performance, design, and production of the SD-1 all ASTM-compliant, SkyCraft is very close to achieving its goal.” We plan to follow SkyCraft closely, partly due to the airplane’s very affordable price at less than $60,000 and because it is a rare single seat entry.

Keeping in mind that what you will be watching is the European version rather than the SkyCraft U.S. version, the following video gives you some idea how well the SD-1 Minisport performs on its 50 horsepower Hirth engine.

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“After a long winter and spring dodging the Utah weather,” SkyCraft Airplanes announced that their SD-1 Minisport, “has completed flight testing successfully, meeting all the performance requirements needed for SLSA Certification.” The Orem, Utah company reported, “The plane was found to have good longitudinal and latitudinal stability and exhibited no issues with flutter, vibrations, or dangerous stall/spin tendencies.” SkyCraft representatives said they were able to verify the performance specifications for the SD-1 achieved by its Czech designers (see video below for a performance hint using a European aircraft). SkyCraft said that following the flight test regimen, they posted updated specifications on the Minisport page. Minisport has been flying in Europe since 2007 when the airplane and company were created by designer Igor Spacek. The U.S. team first contemplated a kit aircraft — SD-1 Minisport is constructed significantly of wood making it a great project for some craftsmen — but later elected to go the fully-built Special LSA route.

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25 Years of the Rotax 912; Celebration in Austria

By Dan Johnson || Leave a Comment

Twenty five years ago the world celebrated a major event in human history: the tearing down of the hated Berlin wall. That was 1989 and the same year brought forth another great occurrence in human freedom (for a completely different reason). That year, Rotax Aircraft Engines introduced their then-brand-new Rotax 912 … or 9-series as some call it. While the Berlin wall allowed Germans to cross a line forbidden for many years, the 912 powerplant gave pilots the freedom to fly with greater confidence. In evidence, several around-the-world flights have been achieved with this popular engine. Today, Rotax‘s 9-series engines propel an estimated 80% of the Light-Sport, light kit, and ultralight airplanes flying. The release of the 912 was a big deal — perhaps not as momentous as the fall of the Berlin wall — but to we pilots, that engine represents a key element in the growth of light plane flying in dozens of countries.

To properly celebrate the 25th anniversary of the 9-series and production of 50,000 912 & 914 engines, Rotax BRP will host a Fly-in on June 5 to 7, 2014 at the Weisse Moewe airfield in Wels, Austria (northeast of Salzburg and west of Munich, Germany). Those attending this second company fly-in have a chance to fly amid the scenic surrounding of upper Austria plus have a chance to test ride a Rotax Can-Am Spyder Roadster (a three-wheeled motorcycle). More than 100 Rotax 912 iS-powered aircraft are expected from all over Europe. Tours will also be offered for Rotax’s large factory in nearby Gunskirchen (photo above) and various events are planned to include sessions of engine tips and tricks from Rotax factory experts and engineers.

Weisse Moewe airfield, home of the local aero club, is where Rotax engineers and test pilots regularly put their engines through real-life tests. Rotax’s 912 is a significant departure from earlier aircraft engines. It is physically smaller, uses liquid cooling, an electronic control unit, and a gearbox to change engine revolutions from 5,000 rpm to slower speeds that work for props. The 912 enjoys a much better power-to-weight ratio than old stand-bys like the Lycoming O-233. That veteran engine produces 100 horsepower (at 2300 rpm; higher power is available at increased revolutions) using 233 cubic inches of cylinder displacement. In a sharp comparison Rotax’s 912 ULS makes the same horsepower using only one-third the displacement, 83 cubic inches. Announced earlier in 2014, the 912 iS Sport takes the 9-series engines to its highest operating and performing plateau. This innovative powerplant is why Rotax won an award from EAA last year and from Aerokurier magazine this year (photo).

Since 1973 Rotax has delivered more than seven million engines to a wide range of vehicles. In the aviation sphere, Rotax is celebrating delivery of the 50,000th powerplant in the 9-series. Counting all engines ever produced for aircraft, Rotax has delivered more than 170,000 units. Complementing the Rotax Aircraft Engine line, BRP Powertrain also supplies such well known brands as Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Evinrude and Johnson outboard engines, plus Can-Am off-road vehicles and on-road motorcycles.

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Twenty five years ago the world celebrated a major event in human history: the tearing down of the hated Berlin wall. That was 1989 and the same year brought forth another great occurrence in human freedom (for a completely different reason). That year, Rotax Aircraft Engines introduced their then-brand-new Rotax 912 … or 9-series as some call it. While the Berlin wall allowed Germans to cross a line forbidden for many years, the 912 powerplant gave pilots the freedom to fly with greater confidence. In evidence, several around-the-world flights have been achieved with this popular engine. Today, Rotax‘s 9-series engines propel an estimated 80% of the Light-Sport, light kit, and ultralight airplanes flying. The release of the 912 was a big deal — perhaps not as momentous as the fall of the Berlin wall — but to we pilots, that engine represents a key element in the growth of light plane flying in dozens of countries.

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R.E.S.T. — Rotax Offers Extended Warranty

By Dan Johnson || Leave a Comment

Rotax mechanics in training at the engine maker’s in-house instructional center.

Rotax BRP is offering a new warranty extension program but it plans more. The Austrian supplier of some 80% of the powerplants used in Light-Sport Aircraft and light kit aircraft is also building a flight school locator for training operations that use their engine. Consumers have some locator services now — in fact, our own FIRM List offers resources — but most (including ours) are USA-centric. As a supplier of engines around the world, Rotax will build a locator service for the entire globe. For many that struggle to find a flight school using Light-Sport Aircraft, this should be most welcome. More on that as it develops

R.E.S.T. stands for Rotax Extended Service Terms. The company introduced two new warranty extension programs for its consumers scheduled to start in November 2013. “The R.E.S.T. program provides a warranty extension for all new Rotax 4-stroke aircraft engines,” Rotax said. The two variations are: The “+ 1 year or 200 hours” program that includes a one-year warranty extension or 200 additional flight hours, whichever occurs first. (One distributor plans to charge $750 for this program.)
The “+ 3 years or up to TBO” program that provides three years additional warranty or up to a TBO (Time Before Overhaul) of 2,000 flight hours, whichever occurs first. (That distributor plans to charge $2,350.)

Rotax added, “To ensure consumers have access to local service, the extended warranty is purchased at the distributor located where the Rotax engine is used. BRP has committed itself to highest customer satisfaction by offering outstanding service and support. The program gives the customer peace-of-mind and ensures that the engine is serviced by professional and trained Rotax service partners using only genuine Rotax parts. The offer only applies if allowed under the applicable law.” To find out more information, Rotax asks you to contact your local distributor.

The American implementation of this plan is still being considered by Kodiak, but international Rotax reps are ready to act. WAASPS (website), based in Ghana, is the distributor for Rotax Aircraft Engines for West Africa. Jonathan Porter, known by his handle Captain Yaw, reported, “The countries in the area are developing nations and the whole concept of light aviation is, in general, new and exciting. It is a market awaiting to be discovered by those who live there. The use of light aircraft in the LSA category in much of this area is very different to that found in other parts of the world. Pure ‘leisure and pleasure’ is not the case. Many of these aircraft are working for their living. Medicine on the Move in Ghana, uses a Rotax 912iS powered Zenith CH701 (photo) for aerial supply to rural communities. Rotax engines in West Africa are delivering their horsepower under hot, humid, dusty and hard working conditions.” Captain Yaw continued, “West Africa is about the same area as the USA, and about the same population, however, the aircraft density is much, much lower. It is a market with massive growth potential, as the economies develop in the coming years. What better way to demonstrate confidence in the powerplant of an aircraft than the R.E.S.T. program?”

Patricia Mawuli, the first woman to be iRMT certified by Rotax, is a Ghanaian, pilot, flight instructor, and builder of Zenith Aircraft. Patricia said, “I love flying and working with the Rotax engines as they are so reliable, and when I am flying health education drops at 200 feet AGL over remote communities, I put my life in the hands of my airframe and engine. I trust Rotax with my life.” WAASPS is planning to offer R.E.S.T. to Rotax Aircraft Engine owners in West Africa in early 2014. Medicine on the Move plans to use a Rotax 912iS powered CH750 starting in 2014 and is considering taking the REST contract as part of its new acquisition.

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Rotax BRP is offering a new warranty extension program but it plans more. The Austrian supplier of some 80% of the powerplants used in Light-Sport Aircraft and light kit aircraft is also building a flight school locator for training operations that use their engine. Consumers have some locator services now — in fact, our own FIRM List offers resources — but most (including ours) are USA-centric. As a supplier of engines around the world, Rotax will build a locator service for the entire globe. For many that struggle to find a flight school using Light-Sport Aircraft, this should be most welcome. More on that as it develops R.E.S.T. stands for Rotax Extended Service Terms. The company introduced two new warranty extension programs for its consumers scheduled to start in November 2013. “The R.E.S.T. program provides a warranty extension for all new Rotax 4-stroke aircraft engines,” Rotax said.

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Zenith Flies the Rotax 912iS on their CH 750

By Dan Johnson || Leave a Comment

Zenith Aircraft is one of the country or world’s most successful providers of kit aircraft. Several thousands of all models are flying. One of their most popular is the “Sky Jeep,” otherwise known by the more pedestrian designation, CH 750. Plenty of reasons tell the story of why Zenith in Mexico, Missouri can sell solidly through good times and bad but arguably one of the most important is the company’s support for many different engines. Since Zenith sells Experimental Amateur Built (51%) kits, owners can install whatever they like and Zenith supports multiple engine installations. Now, they’ve added one of the very newest: Rotax BRP’s fuel injected 912iS. Zenith now offers the 912iS as an engine choice from a list of powerplants that includes the 100-hp 912 ULS, the turbo Rotax 914, the fuel-injected UL Power (video) and Viking engines, as well as the Continental 0-200 and the Lycoming 0-235/233 engines. Each of these engines is suitable for the high wing CH 750 series or low wing CH 650 designs.

“The first Zenith kit aircraft in North America to fly with the new Rotax 912iS engine was a collaborative effort involving Zenith Aircraft Co., which supplied the aircraft kit, Rotech Research Canada, Ltd. which installed the engine, and Skytek Aircraft Services which assembled the airframe,” reported the company. They added that Skytek developed the firewall-forward package for completing the engine installation. “Both the aircraft and the engine performed flawlessly,” said Sebastien Heinz, President of Zenith Aircraft. “We put 7.5 hours on the CH 750 on the first day and had no squawks. Rotax has done it right.” Rotax BRP reports a steadily growing number of airframe manufacturers have installed the 912iS or are working on the project.

Zenith said installing the fuel-injected 912iS was more complicated than a standard, carbureted 912ULS engine. “However,” Zenith added, “the new model has considerably more redundancy, increased efficiency, reduced pilot workload and is certifiable. It operates without primers, carb heat, or mixture controls.” The engine and accessories are monitored constantly by a built-in computer that alerts pilots to any issues that arise on the ground or in the air. The result is a higher level of reliability and enhanced safety. The Rotax 912iS is a four-cylinder, four-stroke engine with opposed cylinders that is cooled by air and liquid. A dry sump features lubrication from a separate 0.8-gallon oil tank. Hydraulic valve tappets provide automatic adjustment. The 912 iS provides two redundant electronic fuel injection systems, an engine management system, dual electronic ignition, electric starter and an integrated reduction gear. TBO (Time Before Overhaul) is 2,000 hours.

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Zenith Aircraft is one of the country or world’s most successful providers of kit aircraft. Several thousands of all models are flying. One of their most popular is the “Sky Jeep,” otherwise known by the more pedestrian designation, CH 750. Plenty of reasons tell the story of why Zenith in Mexico, Missouri can sell solidly through good times and bad but arguably one of the most important is the company’s support for many different engines. Since Zenith sells Experimental Amateur Built (51%) kits, owners can install whatever they like and Zenith supports multiple engine installations. Now, they’ve added one of the very newest: Rotax BRP’s fuel injected 912iS. Zenith now offers the 912iS as an engine choice from a list of powerplants that includes the 100-hp 912 ULS, the turbo Rotax 914, the fuel-injected UL Power (video) and Viking engines, as well as the Continental 0-200 and the Lycoming 0-235/233 engines.

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2013 Light-Sport Market Share Report & Analysis

By Dan Johnson || Leave a Comment

As always, we remind you that all numbers here are derived from FAA’s N-number registration database and are subject to data entry errors. Figures presented are not identical to sales recorded by the companies though over time the numbers draw closer.

This chart, created by Jan Fridrich for a presentation at Aero in Germany, shows trend lines for several categories. While LSA continue to slump, some see this as the “bottom” and reported order taking over the last 18 months supports future improvement. Of interest is the brown line for German and Czech ultralights or microlights (similar though slightly lighter than U.S. LSA). Note its volume similarity to LSA and the steadiness of the line throughout the economic downturn from 2008 to 2012. Germany and the Czech Republic are two of the most active countries in Europe.

UPDATE: May 27, 2014 — “A vigorous debate ensued …” might be one way to refer to a four-way discussion from around the globe. Over the last few days, LSA industry folks in distant lands worked on market share details. Michael Coates is the Australian-based U.S. distributor for Pipistrel, an aircraft fabricated in Slovenia and assembled as a LSA in nearby Italy for shipment to the USA. My Czech-based associate, Jan Fridrich, was in China again because his country works with that nation as they build a personal aviation sector virtually from scratch. From our corners of the world we tried to resolve a problem that regularly occurs in our study of the FAA registration database. Pipistrel maintained their SLSA airplane numbers were stronger. Jan and I communicated and finally agreed that we were underreporting their numbers. The chart below has been modified to reflect a truer situation, sharply moving Pipistrel upward from 20th to 14th rank. Essentially, the problem stems from some Pipistrel aircraft being registered as “gliders,” which is one of those categories Jan and I do not feel we can consistently count with accuracy. After Jan studied the database we chose to update the chart with the understanding that our next reporting may see another minor adjustment. As with many statistical evaluations, these reviews often get better as the survey gets larger over a longer period of time. Meanwhile, congratulations to Pipistel for improving their standing … and for informing us. If other sellers believe their registrations are reported in error, we’d like to hear about it so we can do our best to deliver quality, accurate information. —DJ

We are past due for a market share update and several of you have written to ask. As most readers know, I create my report from information assembled by my LAMA associate and friend Jan Fridrich who puts hours into the tedious duty of sifting through FAA’s database. It isn’t only time consuming, exacting work. He must also make many determinations as FAA’s database is not always clear as to model types or other descriptions. As many of you are aware, we do not report weight shift, powered parachutes, gyros, or motorgliders as those are aircraft types we cannot accurately count. I wish we could report those “alternative aircraft” — doing so would make the totals more reflective of the true LSA market — but we cannot. Jan has also been unusually busy going to many meetings … the kind you would not care to attend: long, dry meetings in various countries where regulators and industry leaders go over rules in excruciating detail. Someone has to do it and I’m thankful for people like Jan who endure these sessions. For this reason, I was unwilling to push harder for his study of the database. However, he has done it again so a hearty THANK YOU, JAN FRIDRICH for your dedication to this industry.

As I’ve written and as many are aware 2013 was not a strong year for SLSA registrations. It was an improved year for sales but after so many down-economy years manufacturers had reduced their manufacturing capacity — achieved by releasing employees, employing less manufacturing floor space, maintaining smaller raw material inventories, keeping fewer engines on hand and so forth. So, when sales mounted a comeback in 2013, builders were unable to keep up. Backlogs stretch out to a year for some companies. That may improve in 2014 as they cautiously increase their rates of production but meanwhile several companies tell customers it can be several to many months before a new order will be available to them. So far first quarter numbers for 2014 continue to reflect these delays but I have received several comments that new LSA are beginning to arrive more regularly.

Cessna, as one notable example, slipped from second to third and will continue moving lower now that they halted production. Their exit alone caused a drop in the totals. Yet others, like Icon Aircraft, will eventually hit the chart and move up as they begin to deliver from their list of 1,000+ customers holding order positions. One industry expert told me, “My input [is] that 2013 will be the bottom of the LSA market, which means there is nowhere to go but up. If you counted all ELSA 2013 was really pretty decent, with RV-12 leading the pack. CubCrafters’ order book is very healthy, too.” To that I add the following thought …

Entire LSA Market — I want to refer you to a different market report I issued earlier and note that besides weight shift, powered parachutes, gyros, or motorgliders, we also do not report ELSA (kit LSA). Again, the data entry process is difficult for FAA clerks because so many makes and models are present to confuse those less involved with the sector. Experimental Amateur Built aircraft can be flown by Sport Pilots and are sometimes incorrectly called Light-Sport. ELSA may receive their airworthiness certificate only if they are identical to the SLSA version accepted by FAA, however, afterward they can change. With 136 SLSA models, it doesn’t surprise me that errors creep into the database but for our charts to make sense year-over-year, we report only the most identifiable group: Special LSA airplanes. Yet this means that to know the whole market size you must add a substantial, growing percentage (as much as 50% more) to include those other aircraft.

Chart Explanations & Disclaimer — If you compare numbers from one year to the next, you may see changes you cannot explain. For example, a company’s numbers can go down if, for example, aircraft are taken out of service due to theft, damage, or sale outside the USA, which means they may be removed from FAA’s database. Some companies in the USA also distribute to Canada or Mexico and LSA going to those countries will not be counted in our chart even while they rightly call them a sale.

Comparing “Total” Figures — Rob Rollison of Aerotrek, besides doing a steady job of selling his reasonably priced A220s and A240s, often comments that our chart numbers do not perfectly reflect all SLSA that his company has registered. If a LSA is destroyed, by a hangar collapsing on it let’s say, that aircraft will eventually come off the FAA database making it appear that it was never sold. Thus, FAA’s current registry does not fully state the total registrations that ever occurred. “If Model A Ford cars were in some current U.S. registry, we’d see 50 of these antiques today, not the millions Ford once sold,” noted Rob. He is correct; our chart (and FAA’s database) does not include every SLSA ever registered. Counting all of them would make the total somewhat larger. However, we stick to our same methods in the interest of keeping our chart consistent through the years even though it undervalues the industry’s true sales. As further explanation, you can see the chart shows 76 Aerotreks models in the FAA database. Rob has provided an exact accounting of every U.S. registration he ever made and his figure is at least 83, though he notes four were damaged and some others transitioned to ELSA status, which suggests our reported figures are very close. Until we can collect actual — and honest, valid — sales data from all manufacturers, our chart is the one we present. The market is truly larger than either chart suggests. We appreciate if all readers keep this in mind when studying the LSA Market Share Chart.

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UPDATE: May 27, 2014 — “A vigorous debate ensued …” might be one way to refer to a four-way discussion from around the globe. Over the last few days, LSA industry folks in distant lands worked on market share details. Michael Coates is the Australian-based U.S. distributor for Pipistrel, an aircraft fabricated in Slovenia and assembled as a LSA in nearby Italy for shipment to the USA. My Czech-based associate, Jan Fridrich, was in China again because his country works with that nation as they build a personal aviation sector virtually from scratch. From our corners of the world we tried to resolve a problem that regularly occurs in our study of the FAA registration database. Pipistrel maintained their SLSA airplane numbers were stronger. Jan and I communicated and finally agreed that we were underreporting their numbers. The chart below has been modified to reflect a truer situation, sharply moving Pipistrel upward from 20th to 14th rank.

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Icon Confirms Vacaville, California for Production

By Dan Johnson || Leave a Comment

Icon Aircraft founder and CEO, Kirk Hawkins enjoys an early flight in the company’s A5.

An artist’s view of the soon-to-be Icon Aircraft factory in Vacaville, California. Read my 2009 view of Icon’s concept here

Vacaville is about 50 miles northeast of San Francisco and near Napa’s vineyards, the state capitol of Sacramento, and Travis Air Force base.

I have been following Icon Aircraft closely since I first met top gun Kirk Hawkins on the EAA Sport Pilot Tour back in 2005. Then he was one man with a business card and a dream. In the nine years following, Icon has become, well … an icon of light aviation. Almost everybody knows this (yes, I’ll write it) iconic company and their eye-catching A5 LSA seaplane. The southern California company reports more than 1,000 people have put down deposits. The first in line have been waiting quite some time to hear when their airplane will be built and now the company confirmed what we’ve reported earlier: they selected Vacaville, California to be their main production location — although component production will occur under the watchful eyes of successful GA builder, Cirrus Design, way up in North Dakota.

“After several years and an extensive nationwide search, I’m excited to announce that Vacaville and Solano County will be the new home of Icon Aircraft, Inc.,” reported CEO Hawkins. He added that the new location is adjacent to the Nut Tree Airport in Vacaville and will serve as combined facilities for aircraft design, manufacturing, sales, flight training, and corporate headquarters. Kirk continued, “Icon chose Vacaville because of the business-friendly local government, accessibility to a talented labor pool, existing facilities adjacent to the airport, and the region’s outstanding weather and environment for year ’round flight operations and training. The site also allows easy access to compelling recreation destinations, including the San Francisco Bay Area, Wine Country, and Sacramento for visiting customers as well as employees.”

Usually, when decisions weighed this carefully are announced, parties take care to spell out what this means for the chosen location and Icon has done similarly. “The annual economic impact on Vacaville and Solano County is estimated to exceed $350 million through wages paid, local purchases made by Icon, and increases in employee and visitor spending, as well as sales and property tax revenues to the city and county once the company is at full production rates.” The company reported that customers will tour the factory, take delivery of their aircraft, and complete their flight training in Vacaville, approximately fifty miles northeast of San Francisco. Beginning in the first quarter of 2015, the company reported that it will begin operating in a 140,000-square-foot facility. The community is very happy about being chosen. “To say we’re pleased with Icon’s selection of Vacaville would be an understatement,” said Vacaville Mayor Steve Hardy. “This seems like a natural fit to us [and] we look forward to a long, mutually beneficial relationship.” Icon plans to manufacture production aircraft at its existing facility in Southern California before transitioning to the facility in Vacaville. The first customer aircraft is scheduled to be completed in early 2015, the company said.

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I have been following Icon Aircraft closely since I first met top gun Kirk Hawkins on the EAA Sport Pilot Tour back in 2005. Then he was one man with a business card and a dream. In the nine years following, Icon has become, well … an icon of light aviation. Almost everybody knows this (yes, I’ll write it) iconic company and their eye-catching A5 LSA seaplane. The southern California company reports more than 1,000 people have put down deposits. The first in line have been waiting quite some time to hear when their airplane will be built and now the company confirmed what we’ve reported earlier: they selected Vacaville, California to be their main production location — although component production will occur under the watchful eyes of successful GA builder, Cirrus Design, way up in North Dakota. “After several years and an extensive nationwide search, I’m excited to announce that Vacaville and Solano County will be the new home of Icon Aircraft, Inc.,” reported CEO Hawkins.

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Just on Fire! SuperSTOL Leads to 500th Kit

By Dan Johnson || Leave a Comment

Watch our video of flying in SuperSTOL.

SuperSTOL (above) is amazing, but you can read my 2006 pilot report on Highlander here.

We all have favorites … foods, websites, movies, and of course, airplanes. I have favorites, too. This doesn’t mean my favorites are better than others, nor that anyone else may agree with me. That’s OK. Properly caveated, I have to say one of my favorite airplanes is Just Aircraft’s SuperSTOL. Flying it at last Sun ‘n Fun with head developer Troy Woodland was arguably my most enjoyable flying experience at the show, or for that matter, in recent memory. To state this carefully, airplanes have different capabilities so I don’t have an all-around #1 favorite but SuperSTOL is way up high on my list. Evidently, I am not the only one who feels strongly about the smile-factor of flying SuperSTOL. Honestly, what’s not to like? The plane flies docilely — even though it looks totally radical — and it doesn’t cost an arm and a leg. Plus, the folks behind it are your salt-of-the-Earth, down-home types that you cannot help but like.

Just Aircraft, based in the “out back” of South Carolina, in Walhalla, announced they shipped their 500th kit aircraft. James Coonan of Ransom, Illinois didn’t have to pay a king’s ransom for his new SuperSTOL (photo) and I’ll bet he’s got one of those large SuperSTOL smiles. Just Aircraft reported that kits have been delivered to all 50 U.S. states and to 20 countries. They added, “Though [we are] still shipping out kits for the Highlander, the majority of sales in the past year have been SuperSTOLs.” Highlander is essentially the same airplane with a good history but without the long main gear legs or leading edge slats although Just does offer some retrofit capability. Over the years Highlander has developed a loyal following. However, since the SuperSTOL with its attention-grabbing performance was first shown to visitors of AirVenture 2012 and offered for sale last year Just said kit sales more than doubled. The company has added a second shift to keep up with demand. That’s a great problem to face.

SuperSTOL can cruise close to 100 mph yet stalls almost absurdly slow. SuperSTOL’s features slats that when combined with large Fowler flaps allow very slow flight and landings at 32 mph. Yet those hard working wings still fold, a feature Just models have long boasted. Rugged landing gear with long-stroke air shocks is designed to allow the aircraft to be plopped on the ground at very steep angles of attack. In my several landing with Troy, I estimated ground rollouts less than 100 feet after every touchdown. “Actual runways are optional with the SuperSTOL,” say company reps with a smile. The high wing, two-seat, fabric covered aircraft can be fitted with massive 29-inch tundra tires that need little more than a level or inclined clearing in the back country for take offs or landings. Builders can opt for either taildragger or tricycle gear aircraft, though I cannot personally imagine anyone ever choosing tricycle gear. SuperSTOL can be fitted with regular or tundra tires, floats or skis. The airplane is Experimental Amateur-Built only at this time; the high demand suggests it isn’t presently necessary to go through the ASTM process for this model though the company achieved SLSA status with the Highlander. Builders can choose Rotax or Jabiru powerplants. At its empty weight of 720 pounds, SuperSTOL has a useful load capability of 600 pounds.

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We all have favorites … foods, websites, movies, and of course, airplanes. I have favorites, too. This doesn’t mean my favorites are better than others, nor that anyone else may agree with me. That’s OK. Properly caveated, I have to say one of my favorite airplanes is Just Aircraft’s SuperSTOL. Flying it at last Sun ‘n Fun with head developer Troy Woodland was arguably my most enjoyable flying experience at the show, or for that matter, in recent memory. To state this carefully, airplanes have different capabilities so I don’t have an all-around #1 favorite but SuperSTOL is way up high on my list. Evidently, I am not the only one who feels strongly about the smile-factor of flying SuperSTOL. Honestly, what’s not to like? The plane flies docilely — even though it looks totally radical — and it doesn’t cost an arm and a leg. Plus, the folks behind it are your salt-of-the-Earth, down-home types that you cannot help but like.

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Aero 2014 Review … Starting to Think AirVenture

By Dan Johnson || Leave a Comment

Life has settled down a little after the rush that began at the end of March. Five weeks back, Sun ‘n Fun was approaching to kick off the season of recreational flying.

Gyroplanes are the biggest buyers of Rotax 912s and show sleek designs.

Aero in Germany followed with only a one day break before boarding the airliner to Europe followed by plenty of follow-up and contemplating the hot and fast action. With a couple weeks of perspective and to answer a common question — How does the industry look in Europe? — I have some final observations.

I found five areas to consider and list them below. Among all the many wonderful aircraft I saw, two particular subgroups stood out for me personally, one for its sheer success and the other for its subtle return to a higher interest plateau.

I refer first to gyroplanes and secondly to, well … what to call them? How about simply “ultralights?” Even that word isn’t right because Ultralight in Europe means something quite different from ultralight (vehicle) in the USA.

Following are topic areas I’ll delve into more deeply in the balance of May.

  1. Fixed wing Special LSA are looking sophisticated and mature, as designs settle into more controlled evolution.
  2. Four seat LSA, ‘er … LSA-like four seaters are proliferating, Do they represent the “new GA?”
  3. Electric aircraft continue to be a Euro focus and are now joined by “multicopters” / “drones” / “UAVs” …call them what you will.
  4. True ultralights. It felt as déjà vu, all over again — better than ever but still with good prices.

Gyros, gyroplanes, gyrocopters. As with ultralight, one word does not command everyone’s description. Regardless of what you call them a visitor to Aero could hardly avoid spinny-winged aircraft.

Gyros (the term I’ll use in this article) were in several of Aero’s big halls. [Note that “gyroplane” is now the more accepted term. —Dec. 2020] These handsome aircraft represent a wide range of interesting models and some have become so sophisticated that an American who knows gyros by the pioneering brand name Bensen would hardly recognize them.

Regretfully for most Americans, gyros remain the bastard child of the LSA sector. They were never allowed to be SLSA (or ELSA therefore) and so must come into the country as a 51% kit. Magni Gyro importer Greg Gremminger has fought the good fight as best he can, taking the leadership of an ASTM task group that fully completed a standard for gyros only to have it stall for years.

If FAA won’t allow fully-built gyros (“Why?” is an excellent question that remains unanswered), then the industry standard cannot be used. What a shame as we see a stunning development in Europe.

In the USA, you can buy the Magni Gyro line. Industry leader — coincidentally also the #1 largest buyer of Rotax 912 engines in the world, all aircraft types included — AutoGyro is well represented in the USA. And Spain’s ELA Aviacion is expected to acquire a representative in 2014 (which I’ll announced as soon as the deal is confirmed). As you can see in the nearby photos, however, other brands are also available and this is not a complete survey of the gyroplane field.

LAMA and its new advocacy partner USUA are hopeful to strengthen the voice of Mr. Gremminger in appealing to the agency to get the SLSA issue straightened out and let these aircraft come in as ready-to-fly aircraft.

If you may have shied away from gyros thinking they fly like helicopters, I can tell you differently. While they obviously share some traits, I’ve found that gyros basically fly more like fixed wing airplanes than helicopters (Watch our video pilot report). Especially as some models are quite reasonably priced, I can envision much improved sales if SLSA gyros could be offered to American pilots. A second USUA/LAMA Safety and Industry Conference is planned near the time of AirVenture and perhaps we can report possibilities after that summer event.

One of my personal delights is the lightest aircraft flown solo. I find an essential magic to flight when the aircraft is particularly lightweight.

We never lost “Ultralight Vehicles” in the U.S. — matter of fact, F.A.R. Part 103 has now been in place for 32 years! U.S.-style ultralights now have counterparts in Europe. The British use the term “SSDR” (for Single Seat De Regulated) while the Germans permitted a “120-Class” for aircraft that weigh only 120 kilograms, or 264 pounds. All three regulatory schemes envision essentially the same flying machines, though with the usual international diversity.

I already reported on the Aerolite 120 — sold in the USA by U-Fly-It as the Aerolite 103 — as a genuine attention getter thanks to its charm, appealing equipment list and highly-affordable price. Yet Europeans embrace other themes, too.

I referred earlier to the Sirocco NG (for “Next generation”). Its name is appropriate at this is a proven aircraft for more than 20 years. However, it employs new materials such as carbon fiber that were not in common use in those days and new ownership in combination with the regulatory relaxation has given Sirocco new appeal. Supplied out of the Netherlands, Sirocco is available as a kit for €14,500 (about $20,000) or ready to fly for €22,800 (somewhat more than $30,000). That even includes power from a 33 horsepower 627 cc V2 four stroke engine.

From Bulgarian producer Aeroplanes DAR comes the DAR-Solo, which some find elegant in its simple, even spartan finish. DAR-Solo’s empty weight is listed as 130 kilograms (286 pounds) and it doesn’t appear it has very much structure from which to slim down to the 120-Class weight. Yet in other ways, such as its 62-mph cruise speed, DAR-Solo appears it could fit the German or U.S. form of ultralight. Power is from the Hirth F33 that is a common engine choice for many of the lightest aircraft.

I plan to report more fully on the five listed items above, but this wrap-up survey shows some of the many choices pilots can enjoy. These delicious differences are a main reason why I’ve become an Aero faithful. You might also enjoy Europe’s top non-commercial airshow. Next years dates are April 15-18 followed quickly by Sun ‘n Fun on April 21-26, 2015.

Compress Post ...

Life has settled down a little after the rush that began at the end of March. Five weeks back, Sun ‘n Fun was approaching to kick off the season of recreational flying. Aero in Germany followed with only a one day break before boarding the airliner to Europe followed by plenty of follow-up and contemplating the hot and fast action. With a couple weeks of perspective and to answer a common question — How does the industry look in Europe? — I have some final observations. I found five areas to consider and list them below. Among all the many wonderful aircraft I saw, two particular subgroups stood out for me personally, one for its sheer success and the other for its subtle return to a higher interest plateau. I refer first to gyroplanes and secondly to, well … what to call them? How about simply “ultralights?” Even that word isn’t right because Ultralight in Europe means something quite different from ultralight (vehicle) in the USA.

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Zenith’s CH 750 Is a Success In China

By Dan Johnson || Leave a Comment

China, China, China … Americans hear a lot about this fast growing country although financial news outlets say growth is slowing as its economy matures. American pilots have been hearing plenty, too. Sometimes it seems like an unending list of companies (Cirrus Design, Continental Motors, Mooney Aircraft, several LSA seaplane manufacturers and various other enterprises) that report gaining Chinese investment. We have several times written about western light aircraft builders gaining approval to sell in China after meeting requirements from the country’s aviation authorities. We have even seen a number of Chinese-designed light aircraft some of which are exploring new new ideas. European and other aircraft are offered for sale at shows though deliveries remain modest. Behind all this bustle of activity Zenith Aircraft has been quietly collecting orders and making shipments. Indeed, they released fresh news about their success in China.

Zenith announced that the Mexico, Missouri kit builder recently shipped their 45th kit for a STOL CH 750 to China. Now we’re talking although one industry expert commented, “What are they doing with all those aircraft; the opportunity to fly them is so limited.” Another industry leader who has traveled several times to the country is amazed anyone can fly VFR as the skies over big cities are so hazy with pollution that you can hardly see the sun. Zenith said, “Once [the 750 kits] arrive in China, AGRHA Corporation, which operates kit assembly facilities in Nantong, Jiuangsu, Chongqing, Mianyang, Sichuan; Shenyang, Liaoning and Beijing, assembles the Zenith kits on a production line, fully assembling the aircraft to factory specifications that include the Rotax 912 ULS engine and Dynon SkyView avionics.” Photos accompanying this article show one such facility and Zenith indicates AGRHA has eight locations. “They are then test flown … before delivery,” added Zenith. [AGRHA] plans to send them to flight schools around the country. They are very popular with student pilots.”

Zenith reported that Chinese customers are “enamored with the STOL CH 750 for its flight characteristics, for its tricycle gear, and the fact that it can be landed in an open field or on a dirt road.” Given numerous reports that airfields allowing private flying are still rare, flight training operations are taking place in areas where there are no airports, said Zenith. “Occasionally, a bulldozer is used to clear a strip that is uneven and left covered with rocks or dirt. What might prove damaging to certificated aircraft is not an issue for a Zenith, which is designed for utility applications and is well-suited for ‘off airport’ operations,” the company reported.

“They haven’t yet produced a lot of Part 23 Aircraft in China, but they have responded very quickly to working with complete kits,” said Zenith Aircraft President Sebastien Heintz. He believes that tricycle gear on an aircraft that is rugged and reliable is essential in such a developing situation. Sebastien also feels CH 750’s slow landing speeds and wide visibility make the their bubble-door side-by-side two seater an ideal machine for flight training. “We’re quite pleased to be doing our part for the balance of trade,” finish Sebastien. All components are American sourced and exported to the far eastern nation.

The following short video shows test flying of the CH 750 in China as well as some assembly building interior views.

Compress Post ...

China, China, China … Americans hear a lot about this fast growing country although financial news outlets say growth is slowing as its economy matures. American pilots have been hearing plenty, too. Sometimes it seems like an unending list of companies (Cirrus Design, Continental Motors, Mooney Aircraft, several LSA seaplane manufacturers and various other enterprises) that report gaining Chinese investment. We have several times written about western light aircraft builders gaining approval to sell in China after meeting requirements from the country’s aviation authorities. We have even seen a number of Chinese-designed light aircraft some of which are exploring new new ideas. European and other aircraft are offered for sale at shows though deliveries remain modest. Behind all this bustle of activity Zenith Aircraft has been quietly collecting orders and making shipments. Indeed, they released fresh news about their success in China.

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New SLSA (#135) is Quicksilver’s Sport S2SE

By Dan Johnson || 2 Comments

Once upon a time, a couple years before the SP/LSA was announced at AirVenture 2004, I thought the odds were high that Quicksilver would be the very first Special LSA to hit the market. Several other industry veterans agreed. Their GT500 was the very first to earn FAA’s Primary Category approval, back in 1993. This was a costlier effort than achieving ASTM compliance and so it seemed a done deal that Quicksilver would gain quick approval. I was wrong. Indeed, I was wrong by a dozen years. However, that’s over now as the Temecula, California company earned FAA acceptance for their Sport 2S side-by-side open-cockpit aircraft. In mid-April, FAA sent a letter saying all was well and the company can go forward with manufacturing. With their approval earned, Quicksilver’s S2SE is number 135 on our list of SLSA.

Will Escutia, president of Quicksilver Aeronautics, explained that the California company used “L-S2S” (the Light-Sport version of their strutted 2S) as the model name during the certification process. “We selected this name relatively early in the process in the understanding that we could market it with any other name we selected later.” (Airworthiness certificates will likely show L-S2S.) For retail buyers and company dealers, the Sport 2S model now approved to be fully manufactured will be called S2SE to conform to the company’s “Fly-and-Enjoy” concept for ready-to-fly aircraft and to differentiate it from the experimental kits the company will continue to manufacture and market. Quicksilver also continues to work on the GT 500 as an SLSA model but mentioned no expected completion date. About the audit FAA performed on Quicksilver, Aviation Safety Inspector Bob Franklin of the agency’s Washington DC office wrote in an email, “The FAA accepts your corrective actions to the … [audit] findings and now considers the audit closed. Quicksilver may now make application for Special Airworthiness in the Light-Sport category for the L-S2S.” All is “GO!” for the SLSA version of the 2S.

“Furthermore, we plan to start offering ELSA kits in the $33-34,000 range,” added Escutia. Therefore a customer who wants a Sport 2S but does not want to build it has a less expensive alternative and the ELSA version is more attractive to Quicksilver dealers as they can legally charge for assembling them. Escutia indicated that the S2SE Special LSA will be offered with wing coverings in exclusive color patterns that will not be available for kit-built airplanes. “The ELSA kits will be offered with a different design from the SLSA and the EAB kits as well, so people can identify readily if an airplane is an SLSA, an ELSA or a 51% kit (although I understand that later the customer may want to change sail sets),” added Escutia. Quicksilver’s new S2SE is supplied with the 65 horsepower Rotax 582 engine propelling a three-blade 72-inch composite prop. Besides strut braced wings (other models use wire bracing), Sport 2S in SLSA form has beefy landing gear, hydraulic brakes, and full suite of engine and flight instruments. Retail rice is $39,999, an introductory offer good to July 4th, 2014.

So, I’m pleased that Quicksilver’s new owners took the time — and spent the money — to achieve SLSA status for their iconic Sport 2S model. Yet what I consider equally important is the manufacturing system, specifically the remote locations to that purpose. The LSA industry has a few companies that offer the full range of 51% kits, ELSA kits and SLSA ready-to-fly aircraft. One noteworthy company uses a remote manufacturing location. This is Van’s Aircraft whose RV-12 is assembled by Synergy Air. Noteworthy that Van’s arrangement is, it stops short of the full potential for Light-Sport Aircraft. Quicksilver is taking steps to go bigger. The factory in Temecula, California will produce for the western U.S. states. The southern sector in the eastern two-thirds of the country will be served by Air-Tech, Inc., operated by the company’s longest serving and largest dealer, Gene “Bever” Borne. The northern sector will be served by Todd Ellefson, who for the last 14 years has been the company’s primary sales manager.

“Almost every kid has dreamed of flying. Practical considerations — prices, regulations, safety, etc. — crush this dream for most,” observed Escutia. “Therefore our mission is to become the bridge that allows the aviation enthusiast to fulfill the dream of flying his or her own airplane.” At less than $40,000 for a ready-to-fly version of a highly-proven aircraft, he has a point. Kits can reduce this further. With the remote manufacturing locations, shipping charges will be less so, overall, costs are being significantly restrained. We don’t see enough of that in aviation and I say, “Good for you, Quicksilver!” I wish them luck and urge those readers with no familiarity with the company’s aircraft to give one a flight. They are certain smile-makers.

Compress Post ...

Once upon a time, a couple years before the SP/LSA was announced at AirVenture 2004, I thought the odds were high that Quicksilver would be the very first Special LSA to hit the market. Several other industry veterans agreed. Their GT500 was the very first to earn FAA’s Primary Category approval, back in 1993. This was a costlier effort than achieving ASTM compliance and so it seemed a done deal that Quicksilver would gain quick approval. I was wrong. Indeed, I was wrong by a dozen years. However, that’s over now as the Temecula, California company earned FAA acceptance for their Sport 2S side-by-side open-cockpit aircraft. In mid-April, FAA sent a letter saying all was well and the company can go forward with manufacturing. With their approval earned, Quicksilver’s S2SE is number 135 on our list of SLSA. Will Escutia, president of Quicksilver Aeronautics, explained that the California company used “L-S2S” (the Light-Sport version of their strutted 2S) as the model name during the certification process.

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Summer Is Here; Flying the Edra Super Petrel LS

By Dan Johnson || Leave a Comment

Winter has finally released its icy grip on the northern states that were so punished over the past few months. Here in the “Sunshine State” of Florida, it feels like summer. So what do pilots do in the summertime, in Florida? Go fly seaplanes, of course? What else? Indeed, quite a flock of seaplanes and floatplanes converged on the central Florida city of Tavares, about 45 minutes driving time northwest of Orlando. Appropriately, the area is known as “lakes district” for all the bodies of water. City leaders portray the Tavares as “America’s Seaplane City” and to reinforce that, they have developed their lakefront to include a very welcoming seaplane base with bigger plans underway. On Saturday, April 26th more than 40 seaplanes flew in for the event. One of those was Edra Aeronautica’s Super Petrel LS, one of the newest Special LSA in the fleet. My friend and Spruce Creek Fly-in neighbor, Brian Boucher, is the North American representative for this interesting seaplane and I finally got my first flight in it.

Super Petrel LS is a design said to be in its fifth generation. Indeed, I know of the model for more than 20 years. When I first discovered the seaplane, it was represented by a Canadian outfit. However, in 1997 aeronautical engineer and pilot Rodrigo Scoda founded Edra Aeronáutica, the present manufacturer based in Ipeúna, Brazil in the state of São Paulo where the company operates its own airfield (SDED). Super Petrel particularly distinguishes itself by its biplane design. Why use two wings? Seaplanes or floatplanes want to get off the water as quickly as possible. Many years ago a few hours in a Cessna 172 on floats taught me why and explained the steel bracing installed inside the cabin. When a seaplane runs long on water, it takes a pounding in anything but smooth water, which itself causes a “stickiness” or “surface tension.” Leaving the surface faster prolongs airframe life and is why many seaplanes boast their short takeoff runs. Long wings can accomplish the same purpose but a long span can be more difficult to maneuver in beaching or docking situations. Two sets of wings generate additional lift yet do so with relatively short span. Another advantage is the sponson on each side can be secured to the wing structure without long support tubes as you see on other seaplanes. A downside is that Super Petrel’s lower wing prevents docking. You’ll either have to beach the aircraft or use a ramp — easy enough in many situations — or tie it to a water buoy and use a boat or get wet.

Petrel offers a wide cabin like many Light-Sport Aircraft, 45 inches to be specific. Certainly it was roomy for two average-sized fellows like Brian and myself. The seats were exceptionally comfortable, with the seat cushion extending to your knees in a graceful curve that is very supportive. Only the seat back moves, through three positions that you set before entering. Some occupants may need additional cushions for position or comfort and Brian told one fellow he was too tall to fit; the man said he stood 6 foot 6 inches. The doors swing 180 degrees forward (photo) and can be removed for flying off land, which I would absolutely do … being an old ultralight enthusiast. For choppy water operations, you’ll probably want to keep them on as Super Petrel sits low in the water. However, the airplane also has a bilge pump if some water splashes in during takeoff. Indeed, the older version had only a summer windscreen and not a full enclosure. To accommodate moisture, Petrel’s floor is hard surface. Brian’s present Super Petrel has a mostly analog panel using a removable Garmin Aera for GPS and other digital functions. However, new models coming in will use Dynon’s SkyView and can be configured in various ways. Although the model can handle 55 pounds of luggage, space to stow such gear is limited; fortunately, sport seaplanes are rarely used for long cross country flights where you need extra luggage.

Let’s cover some basic specifications: Span is just under 29 feet; wing area is 161 square feet; wing loading is 8.2 pounds per square feet; empty weight is 775 pounds, according to the factory, though this depends on what equipment the owner installs; gross weight is not 1,430 pounds as you might expect but 1,320 pounds; useful load is 545 pounds; Fuel capacity is 25 gallons; so, payload with full fuel is 395 pounds; cockpit width is 45 inches; water takeoff run is less than 400 feet, according to published specs; wheel takeoff on hard surface is 260 feet; cruise is about 90 knots; never exceed speed is 114 knots; stall is 35 knots; maximum endurance is five hours.

On the ground, Super Petrel exhibits good manners and one great trick. Thanks to a swiveling nosewheel and differential braking operated by heel pads, Brian showed the airplane can turn around on even a narrow taxiway, turning handily within its own wingspan. The airplane is loaded very lightly on the nosewheel facilitating this, but that means you need to consider loading before flight. With one lightweight occupant, a placard tells you how much water ballast to add in a compartment in the nose. A hatch opens to reveal the nosewheel retract cavity and a water tank for such ballasting. With two normal size persons on board this step is not necessary. On the water, Super Petrel was very comfortable. You can whiz around on step like a speedboat and the low wings dip a sponson in the water to keep you level though flight controls also work well. Super Petrel is simple with no flaps and no water rudder. To maneuver on water a modest prop blast over the tailplane directs you amply well. You can swing the doors forward to allow more airflow though you’ll want to keep a hand on them when turning in windier conditions.

In flight Super Petrel has very cooperative handling with almost no need to use the rudder pedals. I way overused them at first and then realized most of flight controlling is done with the joystick. Stall is very slow and docile, a word that can be fairly used to describe overall handling qualities. Takeoff from land or water involves full power and some back pressure. Landings proved to be easier than expected. Contrary to some seaplanes you flare Super Petrel and meet the water with the nose higher. Porpoising occurs with most seaplanes but Petrel quiets this easily with some back pressure. Done properly, Petrel is easy to land and after only two previous trials my third was smooth. Visibility is very good as you sit forward of the wings and watching for traffic in the air or on the water found no obstructions. Petrel uses the Rotax 912 or 914 but Brian is excited about the potential of the new 912 iS Sport with its higher torque and power output. “That’s a great combination for seaplanes,” he added. Finally, price: Brian’s business, Florida Light Sport Aviation, plans to sell Super Petrels for around $135,000, a figure that is competitive with most land LSA and significantly better priced than most seaplanes or floatplanes. Order time and support from Brazil is reasonable and Brian makes a great connection to Americans and Canadians. I thoroughly enjoyed flying Super Petrel LS and you might, too.

I flew with Brian to the City of Tavares, Florida Seaplane Fly-In. More than 40 aircraft splashed in for the event and good crowds enjoyed aerial contests to include grapefruit bomb drops and spot landings, all done close to the shore. A number of seaplanes and one helicopter participated with an immaculate Beaver on floats winning at both tasks. A very short video below paints a picture of the seaplane base.

Compress Post ...

Winter has finally released its icy grip on the northern states that were so punished over the past few months. Here in the “Sunshine State” of Florida, it feels like summer. So what do pilots do in the summertime, in Florida? Go fly seaplanes, of course? What else? Indeed, quite a flock of seaplanes and floatplanes converged on the central Florida city of Tavares, about 45 minutes driving time northwest of Orlando. Appropriately, the area is known as “lakes district” for all the bodies of water. City leaders portray the Tavares as “America’s Seaplane City” and to reinforce that, they have developed their lakefront to include a very welcoming seaplane base with bigger plans underway. On Saturday, April 26th more than 40 seaplanes flew in for the event. One of those was Edra Aeronautica’s Super Petrel LS, one of the newest Special LSA in the fleet. My friend and Spruce Creek Fly-in neighbor, Brian Boucher, is the North American representative for this interesting seaplane and I finally got my first flight in it.

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Icon Demonstrates Progress to Production Goal

By Dan Johnson || Leave a Comment

Icon said the molds for all composite airframe components have been completed, some of which are shown at Cirrus Aircraft’s Grand Forks, North Dakota, facility. The dark molds are made of carbon fiber; the light ones are machined from solid billets of aluminum and steel. Look under the skin with an X-ray view of components of the A5.

Icon technicians prepare parts for bonding and assembly by trimming excess material and drilling the holes required for installation of aircraft systems. A technician uses green lines for reference as he trims the center wing skin. Another tech in the background drills holes in the center wing spar.

Steel assembly fixtures for the center wing are ready to receive wing skins. Parts are held in place during assembly by suction from a central compressor and vacuum lines.

One of the most celebrated of the Light-Sport Aircraft fleet is Icon Aircraft‘s A5 seaplane. The Southern California company has passed the benchmark set by Cessna after they first announced their Skycatcher to great fanfare back in 2007. Since Icon first emerged in 2005, the company has gone from one man with an idea to one of the largest players in the LSA space … yet they have yet to produce their first airplane. Some aviators have voiced concerns the company is a marketing juggernaut that raises money but builds nothing. To confront this perception and in preparation for their usual announcements at AirVenture — the only show where Icon chooses to present itself for the time being — Icon released photos and some details of their work to make production a reality. One of their earlier announcements related to engaging SR20 and SR22 manufacturer Cirrus Design to do component assembly. The move seemed smart as Cirrus is closing on production of 5,000 airplanes made in ways similar to what is needed by Icon.

At AirVenture 2013, Icon was able to announce obtaining a weight exemption after a protracted wait from FAA. This was reputedly a key ingredient to allow manufacturing of the aircraft customers were expecting. Somewhat earlier the company indicated it had all the funding it needed so some Icon watchers expected to see more about manufacturing. Now Icon has said, “As [our] A5 moves closer to FAA approval and serial production, the Icon team continues to progress with assembly of the first A5 production prototype. Engineering Serial Number 1 (ESN1) — currently being built at ICON’s facility in Tehachapi, California — is the first of several planes that will support the FAA compliance audit for LSA airworthiness. Before a new company can enter into serial production, their design and manufacturing systems must undergo a very thorough audit of those processes if the FAA chooses. After proving themselves, to include test flying a conforming example, and following FAA review, manufacturing can commence. In the past the process from FAA’s first visit to production beginning can run three or more months (more time if many “findings” were discovered that need “corrections”). Given their preparation, Icon can be expected to move relatively swiftly through approval.

ESN1 will be the first aircraft from Icon to be built using production tooling. The company said, “[ESN1] is on target for completion later this year.” In the third quarter of 2013, company vendors began manufacturing aluminum, steel, and carbon fiber molds Cirrus Aircraft will use to build the composite airframe components for production A5s. Additional suppliers began construction of the assembly fixtures or tooling Icon will use to manufacture completed aircraft. “To date, all airframe components and assembly fixtures have been received at [our] facility,” Icon reported. The company observed that an A5 LSA seaplane consists of more than 2,000 parts and they have created a dedicated inventory storage hangar, barcode tracking system, and an inspection station for all these component parts. Such a system is part of what FAA will review during their design and facility audit.

Icon’s team is currently focused on ESN1’s structural composites, and workers have begun bonding all major components of the airframe, including tail, fuselage, wings, control surfaces, and canopy. As the structure of ESN1 comes together, the team will transition its focus to systems integration, meaning installation of the engine and prop plus electrical systems, landing gear, interior, and parachute systems. “Years of design and preparation have gone into creating the A5,” said Icon, “and [our] team is thrilled to see the first production aircraft coming together in physical form.” Photos with this article provide a look at the progress Icon’s engineering team has achieved as the company approaches an important production milestone.

In the video below, Kirk Hawkins and Steen Strand promote California’s Stanford Graduate School of Business where the two Icon founders met. Enjoy some great flying scenes while hearing how their collaboration started.

Compress Post ...

One of the most celebrated of the Light-Sport Aircraft fleet is Icon Aircraft‘s A5 seaplane. The Southern California company has passed the benchmark set by Cessna after they first announced their Skycatcher to great fanfare back in 2007. Since Icon first emerged in 2005, the company has gone from one man with an idea to one of the largest players in the LSA space … yet they have yet to produce their first airplane. Some aviators have voiced concerns the company is a marketing juggernaut that raises money but builds nothing. To confront this perception and in preparation for their usual announcements at AirVenture — the only show where Icon chooses to present itself for the time being — Icon released photos and some details of their work to make production a reality. One of their earlier announcements related to engaging SR20 and SR22 manufacturer Cirrus Design to do component assembly.

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Sun-Delivered Electric Power on Sunseeker Duo

By Dan Johnson || Leave a Comment

Read my earlier article on Sunseeker.

Solar Flight testing the main gear retract mechanism. See video below for the full sequence.

Watch our video on Sunseeker Duo from Aero 2013.

The developer refers to this long sleek flying maching as, “the first solar powered airplane with a passenger seat.” After his many years of development — longer than other projects that have captured more media attention — Eric Raymond’s Sunseeker Duo may be the most advanced solar powered airplane in the world and … he adds, “the first that might be suited to production.” True, with its 71.5-foot span, this may not be your ideal cross country machine for a family of four. However, soaring enthusiasts should note the resemblance to the top-of-the-line Stemme S10 motorglider. Indeed Sunseeker can soar with the best of them. Electric powered aircraft fans may also want to look closer. For that I direct you to the developer’s website. One more group might also be interested: green tech companies or component suppliers that would like to assist further development while getting themselves some fine publicity.

The project is run by husband and wife Eric and Irena Raymond. I’ve known Eric for decades as a champion hang glider pilot and more. After flying in contests when we were youthful, Eric turned his keen powers of concentration on more efficient, more sustainable flying. Today, he announced that his company, Solar Flight, has been extensively test flying their new solar powered Sunseeker Duo. A first flight, in Voghera, Italy, happened on December 17th last year, on the same day the Wright’s took to the air 110 years earlier in a unimaginably less efficient Wright Flyer. You can readily see how smooth the fuselage is and observe it’s long slender wings covered from tip to tip in solar cells. What you may not know is how challenging it is to make a solar-powered aircraft. Eric said, “The structure must be incredibly light and aerodynamically efficient to perform well with only the power from integrated solar arrays.” He added that because of the difficulty, solar powered airplanes have primarily been built as engineering programs that seek to break records or win prizes. Eric’s mission is to make a high performance, practical sport plane.

Eric explained the history of his family of Sunseeker airplanes, “Sunseeker I first flew in 1989 and during the summer of 1990 it became the first solar powered airplane to cross the United States. A long series of modifications resulted in a new airplane, Sunseeker II, which was completed in 2006. In 2009, Sunseeker II made a tour of the European continent that included the first solar powered crossing of the Alps. Eric said the original airplane has logged more time than the combination of all other solar powered airplanes. Sunseeker Duo is the most advanced airplane to date. It uses all of the lessons learned during 25 years with the original Sunseeker and implements new materials and new technologies.” Modern lithium batteries have seven times the capacity of the nickel cadmium batteries Raymond used in Sunseeker I. Eric reported that back then he couldn’t imagine solar cells with the efficiency of contemporary panels. In 1989, 5% efficiency was considered good for thin film technologies needed for application to airplane surfaces.

Sunseeker Duo has a wingspan of 22 meters (71.5 feet); an empty weight of 280 kilograms (616 pounds) and uses 1,510 solar cells that offer an impressive 23% efficiency. The motor has a maximum output of 25 kilowatts (33 horsepower). The airplane is able to cruise directly on solar power with two people on board and is capable of durations longer than 12 hours. Sunseeker Duo uses a battery pack located in the fuselage to store energy harvested from the solar cells which line its wings and tail surfaces. “Flying a solar powered airplane really can’t be compared to anything else; it’s totally unique. In sailplanes you are usually stuck under the clouds and in conventional airplanes you have terribly noisy cockpits. In both you have a sense of urgency about energy that detracts from the experience. In a solar powered airplane, you fly on top of the clouds. The horizon looks a little different when you’re flying with an unlimited supply of free energy.” stated Eric Lentz-Gauthier, one of the pilots of the original Sunseeker.

If interested to help Solar Flight bring their product to market, contact Eric Raymond. Meanwhile, enjoy this video of the Sunseeker Duo in flight.

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The developer refers to this long sleek flying maching as, “the first solar powered airplane with a passenger seat.” After his many years of development — longer than other projects that have captured more media attention — Eric Raymond’s Sunseeker Duo may be the most advanced solar powered airplane in the world and … he adds, “the first that might be suited to production.” True, with its 71.5-foot span, this may not be your ideal cross country machine for a family of four. However, soaring enthusiasts should note the resemblance to the top-of-the-line Stemme S10 motorglider. Indeed Sunseeker can soar with the best of them. Electric powered aircraft fans may also want to look closer. For that I direct you to the developer’s website. One more group might also be interested: green tech companies or component suppliers that would like to assist further development while getting themselves some fine publicity.

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