ByDanJohnson.com

The E-Fan is a technology demonstrator of a fully electrically-powered, all-composite general aviation aerobatic training aircraft. photo courtesy EADS

Computer graphic of E-Fan in flight.

“How ya gonna keep ‘em down on the farm … after they’ve seen Paree?” That’s a timely reprise of an old show tune to bring our attention to the Paris Air Show, which is sending out some ripples in the “What’s New” Dept. Chances look better every year that electric flight will be a major player in how we take the air. And for those of you who think that’s just a bunch of hot air, you could be right, too! Read on.

Jason Paur who writes for Wired magazine gets to do all the fun stuff I just get to fantasize about … specifically, electric flight. He’s at Le Bourget Field in Paris and filed this report on an exciting new electric prototype that fits nicely into the Light Sport Aircraft specification. Here are some highlights and you can read the rest first hand at the link above.

First, it’s an electric aerobatic trainer…not a combo of descriptors that’s all that common. It’s called the E-Fan and comes to us from one Didier Esteyne, the same engineer/pilot who brought us the electric Cri-Cri a couple years ago. That bizarre little creature – the aircraft, not the pilot – mounted a couple small electric motors onto the nose of an existing single seat homebuilt airplane and showed us that you can indeed have electric flight right now and have fun doing it too – the Cri Cri is also aerobatic.

Now comes his E-Fan, a significantly more sophisticated entry into the wattflight sweepstakes, a joint effort with EADS, the aerospace giant that produces the Airbus A-380. Jason reports EADS gave Esteyne the go ahead last October, and just a few months later, he wheeled it into Paris (the maiden flight won’t come for a few months) for the 50th anniversary of the show. Nice. Leading some exciting new innovation wrinkles are the electric ducted fan units on either side of the fuselage. If you’ve seen the near-legendary A-10 ground attack jet you know what a ducted fan is: essentially a shrouded prop that has some performance and efficiency advantages over sticking a prop all by its lonesome into the relative wind. Wikipedia serves up a good summation on the efficacy of ducted fans:

propeller blade tip vortices are reduced, bringing higher thrust efficiency especially at low speeds and high static thrust level (as in airships and hovercraft…and the A-10)With proper design, air velocity is controlled through the fan to bring more efficiency at higher air speedsA ducted fan can produce the same thrust as a larger diameter free prop. One benefit: lower-to-ground landing gearQuieter operationlimited thrust vectoring possible (think: tiltrotors)Greater safety on the ground – you can’t accidently walk into a ducted fan blade, at least not from the side

Since electric flight realities are still challenged by a high weight-to-power ratio (heavy batteries are the culprit here since electric motors are highly efficient and smaller than equivalent-powered gas engines), anything that might help shift the ratio toward the power side is worth considering. That was Esteyne’s rationale: small motors, big thrust. And smaller motors means, you guessed it, a smaller battery payload, which as we know is still the big stumbling block. Bonus: lighter weight overall, and less money to build…and sell. As designed, the E-Fan motors along just fine with just 20 kW power per engine. ”Just fine” means one hour’s flying duration at around 110 mph. Some initial specs: • wingspan 31 feet • max weight 1,212 pounds, right in the LSA wheelhouse • batteries: two, 250 volt, 40 amp-hour, multi-cell lithium ion battery packs in each wing root • ground help: Paur reports, “To maximize flight time, one main landing gear wheel has a small electric motor that can propel the airplane up to 35 mph, which is more efficient than using thrust to taxi.”

As an acrobat, E-Fan’s endurance drops to 30 minutes. That’s about the turn-me-loose endurance level of most acrobatic students anyway. Still, we’re talking a two-seat electric airplane, folks. The stated goal of the project is to produce a certified electric aircraft for the market. We’ll be keeping an eye on the E-fan. Meanwhile, perhaps Yuneec can work out whatever has delayed its two seat, beautiful E-430 electric LSA soon so we can get some of these aircraft in the air and really get the excitement going.

Now for the “hot air” segment of our blogcast: Although it’s not an LSA-worthy contender, this new breakthrough, also debuting at Paris, is just too good to pass up. Wait for it…a hot air-driven helicopter! The Sherpa, by a new Belgian company named Sagita, intends to make the case that choppers can be less complex and more efficient, reliable and affordable. The technology eyebrow-raiser here: Sherpa’s rotors are directly driven by enclosed turbines which are in turn powered by hot air and exhaust fumes from the helicopter’s conventional power plant. Sagita claims an 85 percent efficiency doing things this way…and another big plus: no tail rotor needed.

Here’s a sketch of how it works: the Sherpa’s engine drives a compressor which has an air intake at the rear of the helicopter. Some of its compressed air goes back to the engine to boost combustion, but the rest of it first extracts heat from Sherpa’s cooling system, then mixes with engine exhaust fumes to heat the air to 212 F. That hot air mix then feeds to two turbines, which directly drive the eggbeater’s two contra-rotating rotors. Sagita says no additional cooling measures are needed, and fewer moving parts mean reduced maintenance. There’s a full-scale mockup at Paris, but to date, only a one-fifth scale RC model has flown. Sagita calculates the 573 pound full-scale helicopter will be capable of lifting 377 pounds of payload, cruise at 85 knots, reach out 250 miles and endure for 3 hours. Ceiling: 6,600 feet. Consider Sherpa a proof-of-concept that could lead to a whole new generation of simpler, safer, cheaper choppers … or possibly UAVs. Why not? Everybody else is jumping into that market. Target price: $200,000. First flight is projected to 2015.

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Affectionately known as the “puck,” Dual’s little XGPS150 started something big.

A GRT screen showing ADS-B traffic supplied by the XGPS170.

Aviation has embraced tablet computers like iPad to an extent no one would have imagined only three years ago. These devices are being used for far more than showing a sectional map or approach plates. In fact, with companies like Tecnam supplying Apple’s iPad Mini as standard equipment in their new Astore LSA model, these tablets are serving as more than reference or information tools. They can now act as Primary Flight Displays. They can show weather and identify airborne traffic. I’m reasonably sure even the bright folks in Apple’s engineering department never foresaw such a use, but their iPads can be seen all over the aviation spectrum.

To make tablets like iPad or those running Android more functional, we began to rely on panel top devices. Tablets and smartphones weren’t designed to work aboard aircraft. One early leader with panel top gear was Dual Electronics, which formed an aviation division to market their capability. First came the XGPS150. The smaller receiver was inexpensive, just $100, and pulls in a GPS signal and sends it via bluetooth to your smartphone or tablet. I’ve used it aloft and while bike riding or hiking and it works great. By the way, Dual has some cool audio gear for your car, too (such is the company’s original product line).

The physically larger model does a lot more and provides data to more than one device at a time. It captures ADS-B signals to gain weather and traffic plus GPS, selling originally for $799 although Dual was able to lower the price. Their website now promotes the XGPS170 for $699. I find it amazing to think that only a few years ago, when few pilots even knew what “ADS-B” meant, installations of the equipment were expected to cost tens of thousands of dollars. Only big iron would have them, many thought. Yet, market realities like iPad and Dual’s receivers brought that stratospheric figure down so low that Light-Sport Aircraft and kit-built aircraft were some of the first to embrace these small pieces of equipment.

The latest development is that Dual Electronics recently announced their XGPS170 + ADS-B Receiver will play nicely with panel mounted EFIS systems from GRT Avionics, providing ADS-B weather and traffic information to selected GRT instruments via USB.  “Being able to connect the XGPS170 directly to the panel is a definite advantage to the pilot. The value of seeing critical weather and traffic information on the primary instruments is obvious, but the added reliability and simplicity of a wired connection gives additional peace of mind,” said Greg Lukins, a pilot and vice president at Dual Electronics. Fortunately, your iPad or Android tablet won’t be left out of the game. XGPS170 can simultaneously wirelessly deliver the same data to two Apple or Android tablets. Dual says XGPS170 is the most widely supported ADS-B receiver, working with a growing number of apps, including: AOPA FlyQ EFB, Avilution, Bendix King myWingMan EFB, Flight Guide iEFB, Hilton Software WingX Pro7 and Naviator.

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On a visit to Rotax near Wels, Austria in April this year, I was privileged to examine the immense Rotax engine factory and test facilities with executive Christian Mundigler. Taking a whole day from his many duties, Christian gave us a thorough tour of the many departments both non-aviation and for Rotax Aircraft Engines. In our discussions, I revealed that with about 5,500 hours logged, the majority of my flight time has been behind — or in front of — Rotax powerplants. I hadn’t realized it myself, but after many years of flying nearly every ultralight aircraft and the majority of Light-Sport Aircraft for sale in the USA, my Rotax time now exceeds my Lycoming or Continental time … with some hours for Jabiru, HKS, Hirth and a few others adding to the total.

Most recently, I have been able to log more than 30 hours on the newest Rotax of all, the 912 iS. I have found it to offer significantly better fuel economy; I have been able to consistently burn less than four gallons per hour by slightly backing off max performance. The engine produces speeds of 120 knots, topping out the LSA category in the sleekest models (and it can give more speed in countries that allow in-flight adjustable props). When setting the 912 iS at just under 5000 rpm I see about 125 mph (about 110 knots) at lower altitudes, at which speed digital instruments calculate 30 miles per gallon. Since 1989, Rotax has sold more than 46,000 four stroke engines in the 912/914 family (80 to 115 horsepower); that’s nearly 2,000 a year. The company says this fleet of four stroke engines has now logged more than 40 million flight hours — not even counting many more from the older two-stroke line* — and is presently adding five million flight hours every year. More than 220 aircraft manufacturers use two and four stroke Rotax aircraft engines supported by a worldwide network of Rotax authorized distributors and their service or repair centers with more than 150 sales outlets.

While the 912 iS is essentially the same engine as the carbureted 912 ULS, it has seen numerous changes including fuel injection and computer controls. Running up an iS requires some procedural changes for those used to Lycoming or Continental engines. Instead of checking magnetos with small power drops (when operating on only one mag), you switch between “lanes” and generally see hardly any power drop though you do observe a momentary hesitation as the computer senses which lane was selected. In flight, rather than tach readings of 2200-2700, you use power settings of 4200-5500. Gone is any concern about carb icing. The mixture is idealized at any altitude, and generally maintenance is eased, for example, the old balancing of two carburetors is no longer needed. Every time I’ve asked the engine to start it has done so instantly though I should note I only operate in warmer climates. I don’t start taxiing for takeoff until the engine reaches 120 degrees Celsius and you maintain power at 2000 rpm or higher. The computer checks the engine frequently and shows a light if something needs attention. It couldn’t be much easier and using 91 octane auto gas, fuel costs about $15 per hour. For comparison, a Cessna 172 will cost roughly $35-50 per hour using 100 LL avgas.

Rotax engineers have set the engines to run in what they call Eco mode (until 97% power is demanded). In common use, you’ll only need “Power” mode in takeoff phase. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. They tried to keep all other factors constant: the same airframe, similar speed, the same atmospheric conditions and temperature, the same fuel volume, and even the same pilot. Most comparison was done in a Tecnam P92 Echo Classic. One series of tests used 60-minute flights with five minutes taxi out and five back plus 50 minutes of pattern training work (doing seven landings), which they called the “flight training scenario.” The average burn was 2.65 gph. Over 260 hours of testing at a variety of altitudes consumption averaged 32.6% less (in a range of 26-36% lower consumption) burning an average 3.25 gph. In either mode, fuel use was substantially less at high altitudes. Rotax’s test plane is lighter than the LSA I used so fuel use was a bit lower than what I typically see. I’ll probably get better at maximizing fuel economy. However, even at my use experience in an airplane that weighs 280 pounds more, the 912 iS is simply excellent on fuel burn. That’s more flying for less money … and that’s a great thing.

* Rotax is no longer making some very successful two stroke engines described as 277, 377, 447, or 503. However, they continue to produce the 65-horsepower Rotax 582 and have sold more than 30,000 of this single model.

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This beautiful sunset photo is courtesy James Lawrence Photography

Single Seat Darling — Perhaps it’s because we haven’t had so many new SLSA offerings lately (though don’t look away too long as more are definitely on the way!). Maybe it’s because the new airplane is a single seater. Certainly we have not had many single seater SLSA … well, none so far, but that, too, is going to change with the Snap aerobatic aircraft and the electric-powered Yuneec eSpyder working on SLSA approval as one-place airplanes. It could be the low price tag. No question that a price under $60,000 for a ready-to-fly Special LSA is attractive. However, I’m always amazed at conventional aviation magazines droning on about the “high cost” of LSA when, in fact, we have many aircraft offered at below $100,000, several below $80,000, and a handful for even less the new SD-1 Minisport (and the other low-priced LSA are all two seaters). Whatever the reason for aero outlets’ great reporting on the Minisport, congratulations to the importers and producers of this fun-looking single place LSA. To hear more about their project, catch our video about the kit version shot at last year’s Oshkosh. Note that SD-1 has not yet been accepted by FAA as an SLSA.

Another Successful Pass — Minisport comes from — where else? — the Czech Republic, like so many of our Light-Sport Aircraft. An early arrival from that country and the very first to win FAA acceptance as an SLSA was Evektor. Now, midwest U.S. Sportstar and Harmony rep’ Steve Minnich reported Evektor passed a recent FAA audit. This comes as no surprise because the company has also successfully been ISO-audited, EASA-audited, and LAMA-audited. Still, FAA apparently wanted to go see for themselves after more than 100 are flying in the USA. Steve wrote, “On May 16th, 2013 Evektor successfully passed FAA’s audit at its production plant in Kunovice, Czech Republic. FAA focused on quality assurance in the manufacturing, design, maintenance and continued operational safety monitoring of Light-Sport airplanes.” One interesting part of this visit is that two FAA men allowed a non-FAA person to accompany and observe. This first-ever occurrence may be part of FAA’s written “Strategic Plan” issued August 7, 2012, which calls for industry to pick up this sort of duty at some point. Congratulations, Evektor!

Tuning Up Customers — Taja Boscarol of Pipistrel manages the company’s website and corporate communications, among other duties. For one, she gave my wife Randee and I a superb tour of their Slovenia factory last month. Her efforts to keep media informed about activities grabbed attention when Pipistrel announced their “Academy” at Aero 2013. Taja’s father and Pipistrel CEO, Ivo Boscarol said, “Among our customers I often see aviation enthusiasts who decided to start flying after a friend took them for a flight in one of our aircraft. They order their Pipistrel aircraft before even starting to prepare for their pilot license. They are successful, busy professionals and we want to help them by offering an effective training program with high standards.” Pipistrel is preparing online tools to help those new customers prepare for the pilot exam in any flight school worldwide. Saso Knez will head the Academy.

Fly In to Summer — Zenith Aircraft has become well known for their highly successful fly-in events that attract large numbers of participants. The Mexico, Missouri company is doing it again on June 22nd. The company invites, “This informal grass-roots fly-in gathering is open to all aviation enthusiasts. Come visit the factory, see the new Zenith demo planes, and meet with fellow builders and pilots.” The company also does a fall event that is more structured but in June, it’s more laid back. Start off with the Fly-In / Drive In Breakfast at Riley’s Roost. Beginning at 7 AM, hosts Glenn and Anita Riley invite Zenith builders and enthusiasts to their annual fly-in breakfast on June 22. You are invited to land at their great grass field northwest of Mexico but they caution, “Land at your own risk.” Get more info on Zenith’s event web page.

Help FAA Know You’re Flying — Each year, FAA surveys the flying population seeking information on aviation activity and aviation safety. The general aviation and professional flyer community responds but often, recreational aviation details are sparse. You can help change that. FAA hired an independent research firm called Tetra Tech which wrote, “The FAA’s annual GA Survey is the only source of information on the general aviation fleet, the number of hours flown, and the ways people use general aviation aircraft. These data help to determine funding for infrastructure and service needs, assess the impact of regulatory changes, and measure aviation safety. The GA Survey is also used to prepare safety statistics and calculate the rate of accidents among general aviation aircraft.” Tetra Tech added, “If you receive an invitation to complete the survey in the mail, it is important that you respond.

Wounded Warrior Broken Wing — Renegade Light Sport announced their new Wounded Warrior program, which they dubbed the “Broken Wing” Project. Recently relocated to Fort Pierce airport in Florida, the company said, “We will introduce our injured military heroes to the freedom of flight using two specially designed and equipped SC07 Speed Cruisers.” Speed Cruiser offers a low entry with wide door opening and has been fitted with hand controls. Renegade boss Doc’ Bailey added that he “doesn’t believe our warriors should be expected to pay a single penny to fly.” He has been seeking corporate sponsors to take a student at a time to offer them a chance to learn to fly at Renegade’s Flight Training Center. A former medevac helicopter pilot in the Army, Doc’ insists that “having sacrificed for their nation these soldiers should be offered the opportunity to fully immerse themselves in the life-changing experience of flight without worry of financial obligation.” Good for you Doc’ and the Renegade team! See more on their Broken Wing project.

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Tecnam’s new Astore commemorates the 65th anniversary of the company.

Sky Arrow now sports the fuel-injected Rotax 912 iS powerplant.

Tom Peghiny sits in the cockpit of the all-electric eSpyder now built and marketed by Yuneec International.

SkyLeader’s sleek 600 model may soon become available for U.S. buyers.

As seaplanes rush for market space, the Avana Odonata is another we have not covered in previous articles.

Airplane Overload — Imagine a gymnasium, the full court kind where basketball is played. Imagine ten of them placed side by side. Big space, huh? Now imagine all of them filled to capacity with aircraft and airplane gear of every imaginable sort. Presto! You’ve got Aero Friedrichshafen. No wonder we go year after year (I think this was my tenth Aero and, for certain, I’m going again). In this wrap up post, I’ll provide a few more views of this truly excellent event. Good as my reporting hopefully is, however, true-blue aviation enthusiasts owe it to themselves to make the trip to the southern edge of Germany for this outstanding (nearly) all-indoor aviation extravaganza. I can find so many good reasons to like Aero, I’m sure you’d be pleased if you attend.

Final Facts and Videos — Aero Show Director Roland Bosch somehow made time in what must be an awesomely tight schedule to let us tape a video with him and his U.S. representative. The video will be up soon but here’s a couple facts of interest. Aero had some 630 exhibitors. That is second or third only to NBAA and AirVenture. It is larger, by exhibitor count, than Sun ‘n Fun or AOPA Summit. It is one of aviation’s biggest events and is surely the biggest in Europe. This year drew more than 33,000 attendees, said Roland before he even had the full count of the final day. The four day event runs Wednesday through Saturday — a fact appreciated by every exhibitor who must race home to tend to business on Monday. Aero ceased doing an airshow as they realize that exhibitors and attendees don’t need to be distracted by aerobatics; I heard no complaints as the majority are present to talk and examine aircraft and flight gear. In four fast-paced days, my video partner and I recorded more than 30 new videos at Aero 2013. Watch for these here and on YouTube once editing is completed.

It’s All About the Airplanes! — While the halls are big and comfortable, the food is great, weather is never a problem, and the surrounding area is picture-postcard beautiful, the main attraction at Aero is the airplanes. As we made our videos we focused on aircraft of all kinds that you can buy and fly in America, but we also reviewed ones you may never see but which were fun to examine. The accompanying photos represent a small handful of our subjects. For example, we did a whole-line review of the many LSA in Tecnam‘s growing fleet. The newest is the lovely and large Astore commemorating the company’s 65th year in business. We also did a whole-line review of FK Lightplanes and TL Ultralights. I think you’ll like them. We did a video on the new electric Evektor. They brought the EPOS merely to showcase the future but had no less than 10 requests to buy one. Available sooner will be the former Flightstar, now Yuneec eSpyder, which was able to boast earning German Type Certification. Watch for this exciting all-electric single seater to be available in the USA perhaps later this year for about $40,000 ready to fly, including a slick new panel displaying Yuneec’s custom-built electric motor management software.

More and More … We got a look at the new Rotax 912 iS version of the Magnaghi SkyArrow. As you look at the nearby photo see if you can tell how the landing gear differs (surprise hint: this one has retractable gear). The model has other useful changes as well. We looked into the SkyLeader line. You may not recall this design but an earlier version has been in the USA for years as the Kappa KP-5. Now they’ve linked up with new U.S. representation and plan to bring in the new SkyLeader 600. The company has a full line of handsome airplanes one of which is a single seat model. Future articles will tell you more about single place aircraft at Aero and about the new 120-kilogram (264 pound) empty weight aircraft class that is emerging in Europe.

Finally — for this article but we’ll have more in the days to come — check out yet another good looking amphibious seaplane. No, this isn’t Icon, or any of the others covered in a previous article. This is the Avana Odonata and she reportedly weighs a svelte 560 kilograms at maximum take off weight. That’s just 1,232 pounds (which, BTW, was the original weight proposed for all Light-Sport Aircraft before the SP/LSA rule was released in 2004). As I bubble with excitement over the cool flock of airplanes I saw in Europe, I must add a disclaimer that not all these aircraft may be available in the USA and some won’t ever make it to market or if they do, they may not succeed with buyers. Still, it was loads of fun to look them over and I’ll keep reporting more in the days ahead. Click back soon!

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FK 51 70% Mustang drew crowds

Look closely. Can you see the rivets dimpling this Mustang replica’s skin? Actually, you can’t. (see next photos) The gap you see will be covered as soon as possible; the show deadline prevented doing so in time.

Looking at the upper wing, FK 51’s rivets sure appear real. But as the yet-unmounted part shows, this is all fake … a truly excellent fake.

German Gyro showed their Matto gyrocopter with a first-of-its kind emergency parachute system integrated into a wider than usual rotor mast.

Photo Galleries — Thanks to my good friend and LAMA Europe collaborator, Jan Fridrich, I offer this link to his many photos of Aero 2013. Photo legends are written in Czech language so few Yankees will be able to read them. As the old saying goes, “A picture is worth a thousand words” so Jan’s photo review is worth hundreds of thousands. Enjoy and I’ll add more in the days ahead. Meanwhile Thanks, Jan! • Aero is a special show for many reasons, but one of the best is that we can view so many airplanes we never see in the USA — and fascinating designs many of them are, indeed. UltralightNews YouTube channel and I are working hard to collect lots of videos including a quick tour of many airplanes you can’t buy in the USA … yet.

Super Authentic P-51 Replica — Roland Hallam, the South African boss of light aircraft producer FK Lightplanes in Poland, showed us around the dazzling FK 51 Mustang project. First some of the impact points and then a bit about the incredible detail. Currently FK 51 is powered by the Rotax 912 that climbs so many of our Light-Sport Aircraft, however, they are talking about a somewhat more powerful engine to better approximate the performance of the original Merlin engine. With retractable gear and in-fight adjustable prop, this replica will fly faster than permitted under LSA rules but they plan a fixed gear, fixed pitch prop to stay within those guidelines. It will likely also be offered as an Experimental Amateur Built model. A Rotax 912 doesn’t sound like the Merlin so a loudspeaker system built into the engine cowl adds audible authenticity. A series of six exhaust stacks per side are also fake but a genuine smoke system is built in to simulate emission of the appropriate smoke during the start of the huge engine that powered the World War II airplanes. The sound coordinates with the smoke for engine start-up, running, and shut down. Cool touches indeed.

Incredible Detail — Sound and smoke are great but what literally blows the minds of those examining FK 51 is absolutely amazing attention to detail. Most ’51 replicas simply cannot match the original Mustang on a rivet-for-rivet basis. FK 51 does! The “FK” in FK Lightplanes might stand for “fake” in their current replica or “classic” line but the work effort is certainly real. Roland notes just shy of 100,000 fake rivets molded into the composite skin of his 70% replica Mustang, which he assures is correct in the placement of each and every last rivet or screw head. You have to see FK 51 in person to appreciate the rivet-dimpled skin all achieved in carbon fiber but the accompanying pictures will try to give you the idea. You can see fiberglass on the back of the part (photo) yet it appears for all the world as a metal skin on the exterior (carbon fiber will replace the fiberglass in in FK 51’s final iteration; glass was used as they hurried the example for exhibition here at Aero). You may be able to see this astonishing entry at AirVenture this year. If so, I bet you’ll be as amazed as were Aero attendees.

Parachute In Mast — The last item in today’s post is a surprising entry of a gyroplane … but it isn’t about the aircraft, called Matto. Instead, my focus is on a first-of-its-kind emergency airframe parachute that is packed into a larger-than usual rotor mast. That’s why our photo does not even show the aircraft. The company reported, “The mandatory rescue system in three-axis airplanes [required by German rules] … does not need to be used in gyroplanes.” They added that German authorities did not see it as possible to offer an engineering solution for gyrocopters to have a parachute but German Gyro boss Otto Strauss and his team believed differently. “In a proprietary solution, the parachute is stowed in the central pole of the rotor,” said the company. A new rotor head with special roller bearings and an inner diameter of about 200 millimeters (just under eight inches) allows integration of the parachute and pyrotechnical device to extract the canopy above a spinning rotor. We’d like to see test videos but certainly the idea is intriguing and may be appreciated, especially given strong gyrocopter interest in Europe.

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Peter Funk poses besides his attention-getting modernized Bücker Jungmann 131 replica.

TL’s new Stream on display at Aero 2013.

Not quite yet … visitors will have to wait for the formal unveiling before they see all of Tecnam’s new Astore.

Gyros like the Trixy Aviation 4-2 R are selling briskly and are available ready-to-fly in Europe and … well, everywhere but America.

Excitement Amid the Chaos — If you’ve been to any show the day before it opens, you know what I mean by “chaos.” With mere hours to go before the doors open to the public, it appears no hope exists to be ready in time. Weather in Europe — a lousy winter drags on inexorably, as it does in the northern U.S. — is preventing airplanes from arriving. Protective plastic still covers the carpets. Booth spaces, called “stands” in EuropeSpeak, are still being assembled. Everywhere you look, it seems a week’s worth of work remains but Aero opens tomorrow morning as I write this. Fear not. I’ve seen this act before. Somehow, it gets done and no one is the wiser. As the frenetic pace quickens to a climax, I uncovered a few delights worthy of passing on before Aero truly gets under way. Here we go!

Apple Event Magic? — Peter Funk (photo) may be the Steve Jobs of Aero. With German regularity, he pulls a rabbit from the top hat. Two years ago he wowed the crowd with his innovative LeMans. This year, he upped the ante, offering not one but two surprises. All ready for my camera was the FK 131, a modern replica of the 1930s Bücker Jungmann 131 biplane of the 1930s. Ten will be produced in cooperation with the father-and-son Czech company Podesva Air and perhaps no more will be made (a nearly sure way all ten will sell without having to commit more resources at present). Peter found the lightweight “A” model in an old book and passion tells the rest of the story. We’ll have more on this fascinating project but the lighter-than-original reproduction will inevitably draw crowds. Meanwhile, check out more about the FK 131 on the American Bücker Pages website. Peter’s other surprise is the FK 51, a composite P-51 replica that looks for all the world like metal, authentically shaped and even with fake rivets, yet made entirely of composite. Workers were still assembling the aircraft but wait until you see photos of this beauty!

Gathering Stream — As Funk’s Jungmann is a limited production — seemingly one of those ascendant ideas in the LSA industry — so is the TL Stream. U.S. importer of the TL brand Bill Canino says the tandem-seating Stream is intended to serve a narrower market than the Sting or Sirius from the same company. The airplane that somewhat resembles Jaro Dostal’s Shark project, may do a European tour before possibly making an appearance at AirVenture. It may also entertain different engines and has some aerobatic promise. Nothing is certain yet, but the proof-of-concept up on a slim display mount looks terrific and appealing. TL is also showing a TL-3000 Sirius on amphibious floats.

Astore Under Veil — In Tecnam’s sprawling display space at Aero 2013, the fully aerobatic and single place Snap is prominently on display, now bearing the Italian company name. We’ve seen this design at Aero before plus prior and continuing import source Bill Canino (working in conjunction with Tecnam North America, said Phil Solomon) displayed Snap at AirVenture 2011. But the more mysterious part of the display is for the soon-to-be-unveiled Astore, a new Tecnam low wing entry in the LSA class. As the space is assembled we got a partial sneak peak of the aircraft helping to commemorate the company’s 65th year in business. Tecnam had most of their extensive fleet assembled and appeared to be preparing for “a really, big shew” to borrow an opening line from oldtime TV host Ed Sullivan. We’ll be present at Tecnam pulls back the curtain and provide a more complete look at their new model.

Hot, hot, hot Gyros! — As we approach the ten-year mark since FAA first unleashed the game-changing SP/LSA rule on the aviation world, the agency still cannot make up their collective mind on how to handle Special LSA gyroplanes. Though part of the LSA panoply of aircraft types, this isolated community of rotorheads must still make do with kit-built aircraft in America. To call gyro enthusiasts who have put in time on ASTM committees preparing for SLSA gyros “frustrated” would be to dramatically understate their feeling. Meanwhile, in Europe, gyros are going great guns. One report claims more Rotax engines are bought by gryo producers than any other aircraft class. All seem to agree demand is strong and the sleek models several companies are showing endorses this position. One we looked at in an early media tour of the many halls of Aero was of the Trixy Aviation 4-2 R (photo). It would sure be interesting to see what happened if FAA ever got around to approving SLSA gyros … but don’t hold your breath rotor enthusiasts.

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Down and safe with the Pipistrel Virus SW in Antartica. photo courtesy Matevz Lenarcic

Monte Fitz Roy, a spectacular mountain in the Southern Patagonian Ice Field. photo courtesy Matevz Lenarcic

Ivo Boscarol, left, about to give Matevz Lenarcic his sendoff from Slovenia photo courtesy Pipistrel

Matevz Lenarcic, a Slovenian pilot I met briefly when I was at the Pipistrel factory last fall, has raised the bar to ridiculous heights from his previous long distance exploits (including his around-the-worlder in a Pipistrel Sinus motorglider in 2004), by landing in Antarctica! *** He’s making another globe-circling, solo marathon — that’s right, the entire trip, east to west — all by himself, in a  modified Pipistrel Virus SW 914 Turbo. The engine has an Intercooler unit but at least for Antarctica as well as some high-altitude reaches he has planned, engine cooling will be the lesser of his challenges. *** The epic flight in the SW (for Short Wing) began last January from Ljubljana, Slovenia where Pipistrel has its state-of-the-art sustainable energy factory (it actually sells surplus energy back to the Slovenian grid.) *** The route Matevz mapped out is by no means intended to be a short haul either, even by globe-circling standards. By the time he lands back in Slovenia, his route will have crossed the equator six times, ranged more than 48,000 miles (!), overflown seven continents, nearly 60 countries, 120 National Parks, three oceans and will also have topped five world-beater mountain peaks, including Mt. Everest! Yeah, that deserves an exclamation point alright, it’s going to be hard to keep them to a minimum in this piece. *** His landing in Antarctica last Thursday (16 Feb) makes the distance covered so far about 15,000 miles. That’s enough to whip most of us… and he’s got no company and no ground or ocean support for the trip, which adds emphasis to the term “solo” for sure, doesn’t it?   *** Matevz’s Antartica landing was made at the Base Presidente Eduardo Frei Montalva, Chile’s primary base on the continent. It’s located on the Fildes Peninsula, an ice-free area adjacent to Fildes Bay, west of King George Island.To handle the extremes of cold and altitude, the SW is specially modified to handle temperatures down to 60 degrees below zero, Fahrenheit, which he could face above Mt. Everest. He’s also of course carrying supplemental oxygen. *** As a stock plane, the short wing Virus SW cruises at 145 knots at 75% power, which puts it outside the LSA max speed of 120 knots (a longer wing version is sold as an Light-Sport). *** Once he launches from the Antarctic, the intrepid pilot will face some mighty long legs over the Pacific Ocean, including one of more than 2,400 miles! Yikes, is he nuts? *** The airplane has been tanked to carry more fuel but let’s contemplate for a moment flying at 145 knots over the open ocean for more than 16 hours! I’m getting a cold sweat just thinking about it. *** Matevz Lenarcic is no stranger to accomplishment. He has a biology degree and is an alpine climber, paraglider pilot, environmentalist, and photographer. He’s climbed all over the world and summited 26,414-foot Broad Peak in the Himalayas as well as many challenging peaks and routes in Patagonia.He’s written 11 books on nature, photography, climbing and flying, many of which have won awards. He enjoys flying in Europe both for pleasure and his aerial photography business, but as noted above, Iron Man-style flights seem to float his boat… or lift his wings.  *** His warm ups for the current flight include: • a 16,000 mile flight across Siberia in 2002 • the globe-circler in 2004 (nearly 23,000 miles and 23 countries) • Africa — Valley of Life 2005 (10,200 miles and 13 countries) • in 2009 the Alps, A Bird’s Eye View 2006, (36,000 miles all over the Alps) *** Part of his motivation is to show how lightweight, light sport aircraft like the Virus SW can take pilots on great adventures with low fuel burn at decent speeds. The LSA Virus that I flew has a near-41-foot wingspan and is an excellent cruiser as well as a respectable motorglider thanks to the superbly clean aerodynamics and a real fuel-sipper (2.5-3 gph at 75% cruise and 115 knots.) *** Bon Voyage, Matevz Lenarcic!

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SuperStol designer and Just partner Troy Woodland shows me the bird's amazing ropes on a beautiful morning flight.

See what I mean about enthusiasm for the SuperStol? This was at 9 a.m.

Ghost of the past: a powered Easy Riser, originally a foot-launched hang glider. I built a few myself back in the day (late '70s)

Resting for the next day's crowds: Part of the LSA Mall by the new, curving road installed over the winter.

Two days before the show, I went to the annual SeaRey Fly-In put on by Russ Garner and his wife, long-time friend Lou Ann. Both are veteran ultralight fliers from the '80s. Russ built his own SeaRey years ago and the annual event, when the weather's good (when is it not except during hurricane season down here?) a bunch of the loyal amphib owners fly in for a day of fun, food, flying, raffles and good old fashioned Florida hospitality at "Garner's Landing".

Lou Ann Garner calls out the winners.

Lots of really good eats and a raffle of fun stuff, (including a TV) added to the fun. I won a SeaRey hat!

SuperStol: Able to leap tall RVs at a single bound. Drawing lots of attention is the Just Aircraft SuperStol LSA kitplane (soon to be an SLSA) that has self-deploying leading edge slats, oleo main gear shock-absorbing struts (with humongous tires), even a shock absorber for the tailwheel. I found out later I was the first flywriter to get some time in the critter. Whether true or not, I felt like a kid on his first flight again: what a fun airplane! True — and amazing — STOL performance befitting a Helio Courier-style plane. My report will be out soon in Plane & Pilot magazine.

It’s the third day at Sun ‘n Fun. Breezy, hottish (high 80s), humid: in other words, classic Florida Spring weather. The attendance seems steady if not overwhelming. I’ve been hanging out a lot in the new Paradise City Light Sport/Ultralight area and grass landing strip in the southeast corner of Lakeland Linder Airport, and enthusiastically report it is vastly improved over previous years. Biggest news is probably the merging of Dan Johnson’s LSA Mall showcase for Light Sport manufacturers right next to the grass demonstration flying strip. Now industry reps can show their wares, then roll said wares right across the grass to the strip and give their customers a demo flight. How cool is that? In the past, the Mall was near the main entrance, and Paradise City seemed much more remote than it does now. Well done, Sun ‘n Fun, for making such an improvement! There have been some kinks in the demo flight information about who can do what, when, such as a rumor that flew around a couple days ago that anyone leaving the 5-mile TFR from Paradise City (a common practice for potential customer demo flights) would not be able to return until the TFR was lifted at day’s end. Obviously, a ridiculous damper on the purpose of the entire restructuring of Paradise City if true, but the info was mostly a misunderstanding. Restrictions were in place only during a couple acts of the main airshow. The rest of the time, it was ops as usual in Paradise, including allowing demos even during the airshow except as noted, another improvement.

Another welcome change to go along with the extended runway and filled-in runway-end ditches that used to make landing sometimes daunting is the road from the main part of the show to Paradise City. Now it curves down nice and close to the runway, there are regular trams from the main gate to the area, and all in all the entire operation makes the Mall and Light Sport and ultralight flying activity dramatically more accessible and appealing … easier for folks to find, get to and enjoy. So come on out to the show, have fun and support the winged troops, folks!

LAMA President Dan Johnson's right hand gal and spousal unit Randee Laskewitz shows me the map of the new Paradise City layout. The road from the airshow's main entrance now arcs down much closer to the now-1,400 foot grass strip at bottom.

Mike Zidziunas, or Mike Z as we all call him, hosted a big Bahamas Bash at the Breezer tent after he and his cronies did a four-ship, tight formation flyby of the airshow. Mort Crim's 22-minute video of the LSA flyover to Grand Bahama and Bimini after the Sebring 2013 Expo drew a lot of thirsty pilots. Mike's in the foreground in front of the Breezer prop, at left. Thanks Mike, great party!

At Sun 'n Fun, there's always something to catch your eye. Here's a kit car for sale; in the background, the new Zenith CH 750 Cruzer, flown 1,000 miles to the show by company head honcho Sebastien Heintz. The kit (no word yet on whether it will go SLSA) is equipped with the UL350iS 130-hp fuel-injected UL-Power engine and a Dynon SkyView glass panel. The leading edge slats of the CH 750 are gone: this is meant to be an LSA-style … well, Cruzer.

This year, bright blue, puffy-cloud skies drew more than 20 SeaReys to the Garner's back yard/grass ramp on a small lake in Auburndale. Even Progressive Aerodyne (SeaRey builders) CEO Adam Yang and President Kerry Richter dropped in. Kerry gave enthusiastic demos well into the afternoon … on his day off. Globe-hopping SeaRey veteran owner/pilot Dan Nickens who flew me around for air2air photos in the Bahamas (story in April issue of P&P) did me great service once again so I could get air2ground shots of the event. Thanks again, Dan!!!

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