ByDanJohnson.com

John Lampson, left, CFII and busy LSA instructor, and the Flight Design CTLS he’s taught more than 1,000 hours on.

Some LSA like the Breezer feel very much like a “Wichita Tin” GA airplane.

…while some, like the former PiperSport, can have very sensitive pitch and/or roll forces.  

And then there are the LSA Cubs like this beauty from Legend, which handle like, well, Cubs.

My good pal John Lampson, the 6,000 hour CFII who took me through my Sport Pilot training a few years back now, continues the good fight to put well-trained, safe Light Sport Aircraft pilots in the air.John’s a CFII, so he teaches for all the GA ratings, but he’s getting a lot of students putting in LSA time on the Flight Design CTLS that’s on leaseback out of Premier Flight Center in Hartford, CT. *** John’s done well over 1,000 hours of training by now in the CT so I thought he’d be a great source of regular tips on learning to fly, or transition to, light sport flight. We got to chatting on which topic to kick off this training discussion with and before long settled on something we’d covered before and that I’ve written about in the past: how is flying an LSA different, especially for rated GA pilots used to heavier, less responsive aircraft, and what challenges does that present to the student? Take it away my bro! *** “Pilots with experience in GA airplanes,” John begins, “can have some challenges a novice won’t have, and vice versa. It can be harder to ‘unteach’ someone who’s used to a Cessna 172, 152 or Piper Cherokee. Those are all great trainers, but they are different from LSA in several important ways.” *** “And I don’t at all mean to say LSA are like a piece of crystal that you can break if you’re not careful; they’re strong, sturdy, well-designed, great flying airplanes for sure; they’re just not as heavy, for example. I tell students and transition pilots alike that they just need to fly one with a lighter touch. My students who are used to a Bonanza or Warrior can be a little heavy handed in an LSA, for example. They have relatively lighter wing loading and also sophisticated, clean and efficient airframes, like the CT which is composite and has no rivets. It’s a carbon fiber design, with a very low drag profile, and is very responsive in handling.” *** “LSA have very good engines too.” The Rotax, Jabiru, new Lycoming 233-LSA and CubCrafter’s CC340 for example have all proven themselves with many years of reliable service and easy, trouble-free maintenance. *** Matevz Lenarcyk is proving the point all over again with his current round-the-world flight that just crossed the Pacific and landed in New Zealand… all on a single Rotax engine! *** My talk with John about heavy-handed flying brought to mind the first time I flew a Toxo, a beautiful, sleek low wing SLSA monoplane that unfortunately is no longer marketed in the U.S. *** I’d been flying my hang glider around the same time. Flying a weight shift hang glider is a push-pull affair — you’re suspended from the wing’s center of gravity in a harness — which can require physically large control movements if speeds are slow. Flying the Toxo on a demo flight for one of my first LSA articles (maybe even the first), I performed a departure stall, the airplane fell off on a wing and I corrected by stuffing the stick forward with the approximate enthusiasm I would have done in my hang glider, i.e. with way more gusto than I should have. *** In a split second the highly sensitive pitch axis responded as it was designed to, which resulted in me and my demo pilot kinda sorta looking straight down at the ground. *** He quickly barked, “I got it!”, took the controls and disaster was averted. Well, not disaster, but further embarrassment at least; the sudden nose over caught me by surprise and I didn’t trust my reflexes for a second on the recovery, which he made with a practiced easing back on the stick while chopping throttle and all was right with the world again. That was exciting. *** The SportCruiser/PiperSport is/was another LSA with a very sensitive pitch response which I hear has been dampened down now to balance with the roll control, which was more nominal. *** The point being, although some LSA are certainly more GA-like in their dynamically stable control forces — the Jabiru 230 and Breezer II come to mind — an LSA, for a veteran Wichita Tin driver, can indeed surprise a first-time pilot. *** We’ll talk more with John tomorrow on this topic. Many thanks to John Lampson!

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John “Lites” Leenhouts is the new boss of Sun ‘n Fun.

The LSA Mall will move to take advantage of the upgraded Paradise City runway (see aerial view below). Note how a deep ditch has been fixed at the west end.

The LSA Mall attracts lots of folks who like seeing many brands of LSA wingtip-to-wingtip as it saves considerable walking around the extensive grounds.

Plan to move the LSA Mall for 2013.

As many prepare for the opening of Sun ‘n Fun in only three weeks, I attended a meeting relative to the area known as Paradise City or the Light Plane Area, though some simply call it the Ultralight Area. Whatever you call it, dramatic changes are underway and you should pay attention. *** Our meeting was arranged by 23-year area chairman Dave Piper with brand new Sun ‘n Fun boss John “Lites” Leenhouts (yes, everyone calls him “Lites,” a nickname he picked up in the Navy*). Also attending were operations boss Wayne Boggs plus convention director Laura Vaughn and exhibit director Bonnie Perkins. Dave assembled this group so we could discuss changes to come. *** For 2013, the LSA Mall will relocate to the entrance to Paradise City, that is, right alongside Doolittle Road, the paved road that runs east/west just inside the main gate, connecting the Florida Air Museum with Paradise City and on down to Choppertown (see map). The LSA Mall started just inside the main gate for 2008 and 2009, then moved to a prominent spot in the Southeast Exhibit Area for ’10, ’11, and ’12 (see aerial view). A move to Paradise City will likely be the permanent location for the LSA Mall and it will become a beacon for the Light Plane Area. *** Why is this important? — For those that remember, the former Ultralight Area was once one of the most dynamic on the Sun ‘n Fun grounds. Flying goes on all day (except during the main airshow… but see below!) and after the main event ended a wave of people flooded the Ultralight Area where flying went on until sunset. The variety of airplanes was incredible but the main draw was how close you could get to the action. *** Then came Light-Sport Aircraft, along with a flock of new business people, many of whom didn’t know the charm of Paradise City. They looked at other exhibit locations that were perceived to offer higher traffic (perhaps correctly, perhaps not). Paradise City suffered for a few years but has begun to revive. In 2011, people standing along the fence line right near the Paradise City runway looked somewhat like the old days. |||| Game Changer — Most visitors to the area didn’t notice that the runway had been greatly improved, with a major ditch at the west end smoothly covered to allow a safety overshoot. The same will happen to the big ditch on the east end, probably in the next year or two. The runway was always long enough for Light-Sport Aircraft and now it appears much more user friendly. But even those costly changes are not the really big news. *** At the mid-February meeting, operations boss Wayne Boggs said the Paradise City runway can remain in operation even while the main airshow is happening, except for a short closure while the military jet teams like the Thunderbirds or the warbirds perform. This means LSA and other light recreational aircraft can operate from Paradise City nearly all day long. LSA vendors can offer demo flights to prospective customers without those people having to leave the Sun ‘n Fun grounds. This is the best news for Paradise City in years and I’m excited about its potential.

* Talk about a short field landing expert — Lites holds the distinction of performing more landings on an aircraft carrier than any other naval aviator in U.S. history with 1,645 cable-arrested landings.

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To purchase a VP-1 kit, contact Aircraft Spruce. photo courtesy Rachel Seed

Visit the Volksplane website. photo courtesy Rachel Seed

Read more about this historic aircraft at EAA’s AirVenture Museum website. photo courtesy Rachel Seed

Check specs for the Evans VP-1 photo courtesy Rachel Seed

Barely had we published the announcement of Dave Unwin as a new ByDanJohnson.com contributor but what two visitors wrote asking for a review of Dave’s affordable VP-1. We’re pleased to answer that request quickly. Enjoy…! |||| Far below the sun-splashed wings the autumn shadows are lengthening across the Lincolnshire Wolds. Sunset won’t be long, and I’ve still got around 40 nm to go. Thank goodness I’ve got a tailwind, for although the Evans VP-1 Volksplane is many things, one thing it isn’t… is fast! *** So, how does it fly? Well, with only 60 hp the acceleration is far from startling, and it is important to pick up the tail, particularly if the grass is long as the tailwheel is small. Fortunately the large stabilator becomes effective quickly, as does the rudder. No problem keeping her straight. However, VP-1 is hardly over-powered; you must “fly the wing.” You don’t quite have to coax it into the air, but you can’t bully it either. *** Lift-off occurs at around 45 knots, and as soon as the wheels are off the ground there is noticeable vibration. I have to admit that the first few times I flew “Biffo” I found this rather disconcerting, but it is only the wheels revolving. A quick tug on the brake lever cures it instantly. I usually climb at 60 knots until I reach 500 feet, then use 55. Biffo climbs slightly better at 55, but as a very wise old aviator once told me, “Altitude is money in the bank, but speed is money in your pocket!” As the “Veep” is a very draggy, low-inertia machine it means that should the engine fail low down, the options are distinctly limited. I’d rather have the extra five knots because they would certainly come in handy. *** Almost immediately you begin to appreciate that — although a ‘Veep’ is not hard to fly — to get the best out of it you have to fly it well. And, as its best is far from brilliant, the incentive is definitely present. Similarly, as its maximum rate-of-climb is only about 400 fpm at 60 knots, nothing is to be gained (but possibly much to be lost) by flying inaccurately. Needless to say, the ball has to be centered at all times. *** As soon as I’m at 500 feet I raise the nose, slow to 55 and look around. If I can see even the faintest indication of lift that’s where I’ll head. *** An examination of the control and stability reveals that the VP-1 is not exactly harmonized. The rudder (which should be the heaviest primary control) is rather light, while the ailerons are relatively heavy. The stabilator is effective. The roll rate is far from sparkling, although leading with the rudder really does help. Indeed, as the square-cut ailerons generate a fair bit of adverse yaw all turns require prompt and accurate application of rudder if co-ordinated flight is to be maintained. *** Essentially, I’d say that it flies as well as its boxy appearance suggests. An examination of the cruise speed reveals that “Biffo” is happiest at about 65 knots indicated. Initially, maintaining the correct pitch attitude isn’t easy, as the short nose and tall windshield do not provide good reference points. Fuel burn is around four gph, so the still-air range is approximately 130 nm, with a 30 minute reserve. However, at such slow speeds even a relatively small headwind will make a big difference. *** Slow flight is very benign, although I always ensure that I’ve selected carb heat before reducing power, as VW engines are notorious ice-makers. As the speed decays the ASI becomes increasingly vague, before it reluctantly drops the nose and a wing at about 35 knots. Biffo shows very little pre-stall buffet, but on the plus side adding power and reducing pitch produces an immediate recovery. *** Adjusting power produces significant changes in pitch trim. Close the throttle fully and it pitches nose-down quite markedly. *** Back in the circuit I like to keep the energy level up, and maintain 60 knots on base and only start bleeding the speed back to 55 as I roll the wings level, before aiming for 50 “over the fence.” Usually I carry about 2000 rpm until short final. I rarely fly a power-off approach as VP-1’s sink rate is considerable. *** The actual landing is interesting, and unlike that of most taildraggers. Because its attitude on the ground is fairly flat, if you try for a fully held-off three-pointer you will almost certainly touch tailwheel first. This can produce a most unpleasant pitch/buck moment, where it pitches down onto the main wheels before bouncing back up again due to the complete absence of shock absorption. The best way is to flare slightly, maintain a relatively tail-low attitude and then just let it settle on three-points. The powerful rudder makes directional control during the roll-out easy. I never use the wheel brakes.

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Roomy, sexy, great lines…it’s been awhile coming, but the Falcon is now in production.

Manfred Wasser, happy new owner.

Packing up for Switzerland!

Looks like it’ll do 150 knots easy, doesn’t it?

Just heard from “Doc” Bailey of the Renegade Light-Sport gang, who have taken over U.S. production of the sleek, muscular Falcon SLSA along with wrangling the new Lycoming 233 LSA series of engines.In mid-May, Doc says they’ll be introducing their latest US version of the Falcon, including the tailwheel to tricycle version which uses the same airframe. *** The entire plane is now made here in the US, and based on the constant attention and sales at Sebring, Renegade would seem to have a success on their hands. I’ll be flying it in the next few weeks: have been looking forward to that for some time.Meanwhile, Doc tells me, “We have just moved into our new 44,000 square foot facility here at Lee’s Summit (MO). Sometime I would like to give you a tour of our facility and then when and if you want to go to North Carolina I will take you to our new composite plant, (where) we hope to be making as many as six LSA airframes there soon for different ‘want to be Made in the USA’ vendors.” *** He says the new version of the Falcon will knock my socks off. That’s a tall order, I wear SmartWool socks. *** “We will be at Lakeland doing demo rides a few days before Sun ‘n Fun (March 27-April 1) — we will have three aircraft in the works to be flying before the show — so busy, busy, busy. *** The airplane I shot at Sebring, which you see here, just went off to Switzerland, representing Renegade’s first sale abroad. *** “Turn about’s fair play,” crows Doc, speaking of reversing the flow of LSA back across the Big Pond! *** The lucky owner is Manfred Wasser of Sweden. *** “He flew every LSA made in Europe,” says Doc. “When he climbed abroad our bird he wrote us a check on the spot. He flew over here especially to test fly it and when he got out the big grin overcame him. All pretenses of sales negotiations went out the window. He said how much, we told him, and his wife wrote the check.” *** Get me a wife like that! Manfred, according to Doc, is retired and plans to land on “every grass strip and every paved runway, published or not, in the entire continent of Europe in the next two years.” *** That sounds like a tall order and a whale of a good time…and a great way to sell airplanes, since he just became a dealer as well. *** As if that wasn’t enough news for one day, Doc Bailey, ever the voluble entrepreneur, tacked on this tidbit: any day now he’ll be receiving two Peter Funk Fk12 Comets from Germany, to have the new Lycoming 233, fully aerobatic light sport engines installed in them. The Hansen Air Group sells that airplane here in the states and are having Doc mount the engines to allow the sexy little bipe to do aerobatics: they’re prohibited for the Rotax engine, which it’s also rigged for. The Hansen booth was another constantly busy place at Sebring, that is one very cute airplane. *** I was all set to fly the Comet at Sebring when it blew a tire after our air-to-air shoot and was out for the rest of the show. That’s another one I’m going down early to Florida to fly before SnF, can’t wait. *** Mark your calendars for that show! The Air Force Thunderbirds will be there, along with a crackin’ good night fireworks air show.

Update 2/26/12 — Corrections on a couple mistakes in the 2/24/12 post on the Renegade Falcon and FK 12 Comet LSA biplane: *** The gentleman who bought the Falcon at Sebring is from Switzerland, not Sweden. *** The Comet with the Lycoming O-233 LSA engine, which is rated for aerobatics unlike the Rotax-powered version, will be marketed by both Renegade and Hansen Air Group. *** Mike Hansen told me not everyone who is interested in the Comet wants to do aerobatics in it. Some folks just love bipes, so the Hansens will also continue to sell the Rotax-powered version. —JL

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A trike airbag system is demonstrated at Sebring 2012. Variations on these emergency airbags can be created for other aircraft and are used in other sporting activities. photo by Roy Beisswenger

Airbags for both seats in a weight-shift control trike. photo by Randee Laskewitz

Coming from a long aviation tradition, Laurent is the son of famed French pilot, designer, and manufacturer Gerard Thevenot. “LAMA Mama” Randee Laskewitz remembers holding Laurent as a baby.

New ByDanJohnson.com blogger Roy Beisswenger.

The Aviator Airbag System was introduced to America at the Evolution Trikes booth at the Sebring LSA Expo 2012 courtesy of Laurent Thevenot. Designed and manufactured for La Mouette in France by Helite, the complete system includes two airbags and sensors. For trikes, two different airbags are recommended. For the person in the back seat, the smaller vest (photo) is enough to protect the passenger’s head from snapping forward too quickly or too far in a crash, thereby preventing neck injuries. *** For the person in the front seat, a larger jacket is recommended. It also protects the wearer from neck injuries, but go further by protecting the pilot from the control bar, which could come rearward in a violent impact and break the pilot’s ribs. The larger jacket expands to 40 gallons of volume. *** The system uses a patented cold gas technology, unlike typical hot gas technology used in other airbag systems. It deploys very quickly, in just a tenth of a second. The system was originally designed for horseback and motorcycle riding and has recently been modified for aviation. Despite its appearance as a life jacket, the vest is not watertight and should not be depended on as a flotation device if you are flying over water. *** The system is advertised to take only five minutes to install on a trike or other aircraft. It can be powered by the aircraft’s 12-volt system or it can be independently powered by a small 9-volt battery. Powering it independently allows you to move the system from aircraft to aircraft a little easier. This is another significant contrast from the much-more expensive systems sold in general aviation airplanes; those are permanently mounted. *** The entire system of two airbags with G-force and attitude sensors weighs 4.1 pounds. In yet another clear advantage, it can be repacked by the owner in case it is deployed. Otherwise maintenance includes a visual check of the electrical contacts and the sealed high pressure gas cartridge for corrosion and leakage. *** Abid Farooqui, long associated with Evolution Trikes, said to look for the product to become available this May. They are accepting orders now for the product. The complete system is $2,345, although you can save a little by getting just one vest. While his new enterprise takes form, contact Abid at 813-786-8290.

About Roy — You probably already know Roy, or at least you’ve probably heard him. For more than a decade Roy has been producer of the UltraFlight, later Powered Sport Flying Radio Show. He also publishes a magazine of the same name dedicated to “Aviation for the Rest of Us.” ByDanJohnson.com is proud to have another talented writer like Roy join our editorial staff. Roy’s incredibly close contact with the recreational aircraft community will help us keep you well informed.

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Light-Sport Aircraft are the newest category of aircraft as defined by FAA, the government regulatory agency for aviation. The new breed of aircraft – 109 models in just five years of astonishingly rapid development – offer affordable purchase prices, low cost of operation, spacious interiors, the latest instrument innovations, energetic performance and lively handling. Every one of these new airplane meets new industry standards.

Any Light-Sport Aircraft (LSA) must fit within the following parameters: A maximum of two occupants, a maximum take-off weight of 1,320 pounds (seaplanes can weigh 1,430 pounds); a 45-knot clean stall speed; a 120-knot top speed at maximum continuous power; a single, non-turbine engine; and fixed landing gear (though amphibious floatplanes can have “repositionable” gear). Some are called Special Light-Sport Aircraft (SLSA) if they are fully manufactured and ready-to-fly. A manufacturer can also offer a kit aircraft based on the SLSA; it’s called an Experimental LSA or ELSA.

Balancing the many positives, one of the challenges of beginning a new sector of aviation is that potential customers want to be sure about any new airplane they wish to buy. Since these LSA are not government certified, how do you know what you’re buying? It’s a reasonable question and through three steps we’ll try to provide some basics of the process. Thanks to Tom Gunnarson for the following simplified explanation (written before Tom joined the FAA).

How Does This Work?

Step One – The ASTM standard for the design and performance of LSA describes the minimum standards a manufacturer must meet for the design, construction, flight envelope, strength, and controllability of an LSA. A manufacturer must document every step and have test results to back them up. A manufacturer must also produce a set of manuals including aircraft operating instructions, maintenance and inspection procedures, and a flight-training supplement. The manufacturer must also establish and maintain a quality assurance program and a continuing operational safety plan.

Step Two – Once an aircraft meeting the LSA definition and complying with all ASTM standards is produced and all documentation is prepared, the manufacturer (or agent, if the aircraft is imported) can request an airworthiness inspection of the aircraft from the local FAA office-either a Manufacturing Inspection District Office (MIDO) or Flight Standards District Office (FSDO). Before the inspection, the manufacturer meets with the MIDO or FSDO to review the compliance documentation.

Step Three – The airworthiness inspection consists of a general airworthiness inspection along with a records inspection and document review. LSA must have a completed Statement of Conformance form along with traditional registration and markings. Unique placards include ‘Light-Sport’ and a passenger warning stating, ‘This aircraft was manufactured according to LSA airworthiness standards and does not conform to standard airworthiness category requirements.’

When the designated airworthiness representative (DAR) or FAA inspector finds everything in order, he or she will issue an airworthiness certificate and operating limitations. The aircraft is then ready to supply to a customer.

Is FAA Pleased?

Since FAA wrote the rule allowing LSA to be industry certified – saving itself much time and money and putting this burden on industry participants around the world – you could assume FAA was favorable. They are!

In an official FAA news publication, author Susan Parson wrote, “One of the reasons for the rapid growth of the LSA is the industry’s use of industry consensus standards developed through ASTM International. This approach allows for more rapid design changes and for quicker incorporation of changes and features resulting from safety findings. It is also consistent with a national policy that directs U.S. government agencies to use voluntary consensus standards in lieu of unique-to-government standards wherever possible. This practice helps eliminate the cost of developing separate government standards and decrease the cost and the burden of complying with agency regulation. FAA and industry will continue to develop and upgrade ASTM LSA standards as circumstances require.

“Because regulation of the LSA industry is so different, here’s a quick review of how the consensus standards process works. It’s important to understand that the industry has been asked to take more direct responsibility for developing and maintaining standards for design, manufacturing, and continued airworthiness. Industry chose ASTM International to facilitate the development of standards for LSA. ASTM established the F37 Committee on Light-Sport Aircraft in 2004. Any interested person – worldwide, professional or user – can join the F37 Committee. Several FAA employees participate on the committee in the standards development process, but FAA has only one official voter. The Committee revises existing standards or develops new ones in response to demand, regulatory requirements, or ASTM protocols.

“Here’s where it gets a little tricky. ASTM provides its approved standards to FAA, but FAA does not “approve” ASTM standards. Rather, the agency “accepts” them and publishes its acceptance in the Federal Register. The agency also updates the LSA standards matrix on the FAA Web site’s Light-sport Aircraft page.

“A final point: ASTM standards are not regulations. However, SLSA are required to be manufactured according to the accepted consensus standard. That means that the SLSA manufacturer must monitor and correct safety-of-flight issues through the issuance of safety directives. The manufacturer must also have a continued airworthiness system that meets the identified consensus standard. The owner or operator of an SLSA must comply with each safety directive applicable to the aircraft, unless he or she uses an acceptable alternative means of compliance or obtains an FAA waiver from the provisions of the safety directive.”

The Big Question| Is It Working?

To know if the idea of industry consensus standards is working, why don’t we consult the top man in the FAA. Doesn’t it seem likely that the boss would be well informed?

Via three major public speeches in the last year FAA Administrator Randy Babbitt has maintained a positive view of Light-Sport Aircraft and the industry which produces them.

At a speech given in Oshkosh, Wisconsin during EAA’s largest-in-the-country airshow, Babbitt complimented the LSA safety record. That was the event called AirVenture in July of 2009. Babbitt repeated similar congratulatory remarks in a public speech at Sun ‘n Fun 2010, the country’s second largest airshow.

Again, just a couple months ago Babbitt tripled-down at AirVenture 2010. According to Aviation Week reporter Fred George, “More than 300 EAA members stuffed the ‘Meet the Administrator’ forum at Oshkosh on Thursday, July 29th, welcoming FAA administrator Randy Babbitt with unusually strong applause. He said he was ‘so impressed’ with the success of Light Sport Aircraft in the aviation industry. According to Babbitt, the LSA safety record is ‘marvelous.’ He said that the government / industry partnership in developing the LSA standard was a prime reason.”

Another reporter heard it similarly. Mary Grady, writing for leading aviation Internet publisher AvWeb, observed, “FAA Administrator Randy Babbitt… took some time to express his satisfaction with the sport pilot / light sport aircraft experiment. Regarding LSAs, he said the safety record is ‘marvelous,’ and people in the industry ‘have done what they said they would do.'”

Should You Go for It?

So, after five intense years of effort by this new industry, the top FAA man recently chose the word “marvelous” to describe how well the grand experiment is working and this term is consistent with his earlier remarks.

While a new industry strives to organize itself better and better, those who have worked long hours to build the new segment feel satisfied they’ve done well, according to experts. Therefore, customers examining the impressively large and widely diverse flock of Light-Sport Aircraft can be reasonably assured they are buying worthy aircraft.

Talk to an aircraft representative, ask plenty of good questions, and get independent advice as you carefully consider any purchase. Once you decide to go for it, you can expect fun in the sky at a price you can afford.

In smiles per mile, Light-Sport Aircraft truly deliver!

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The video crew at work, interviewing Don Ayers of U.S. Sport Aircraft, importer of the SportCruiser. photo by Roy Beisswenger of Powered Sport Flying magazine.

Lights, Camera, Action…! photo courtesy Remos Aircraft

I find it remarkable. Many of you do not. I’m writing about the arrival of video reports on ByDanJohnson.com and how that addition has been received. In a phrase: You’re Lovin’ It! *** When Ultralight News YouTube channel first approached me in 2009 about doing videos I was hesitant. I may have been unsure but you spoke clearly and you know what? I like doing them as much as you like viewing them. I recently uploaded several more (we have 122 as of this writing, all free) and I have another 15 to upload plus Ultralight News has many more in process. *** No kidding, but I’ve had several people come up to me at airshows and say, “Oh, Hi! You’re Dan Johnson. I’ve watched all your videos.” I try to respond graciously with my thanks for their interest. And… wait a minute! What was that? “Which video did you watch and did it answer questions for you,” I ask? *** “I watched all of them,” the person will say. “Say again! You watched all of them? We have more than 100.” The answer: “Yes, I watched them all.” *** Knock me over with a feather. That’s quite a few hours of watching LSA videos. And, we keep adding more. I never expected video to become such a big part of my life or ByDanJohnson.com. You can read how I felt at the start. *** I don’t tell this story because I think our videos are a form of fine art, though it’s clear they have a large audience. I tell this story as a way to thank Ultralight News for their dedication to this form of communication. He and I have now shot over 150 videos but the history is far greater, posting 500-plus videos to YouTube. I know what I do as we create these short videos, but I watch the finished version with keen interest because they add so much more to them including flight scenes, factory footage, airshow footage, still shots, web addresses, personnel titles, and more. *** Videos appear here, on other websites, on YouTube (the world’s second most visited website), and now in a special all-video website called AircraftReporters.TV. This exposes LSA products and services to potentially millions of people. On YouTube alone, the “UltralightNews” channel has logged far more than three million views. *** We also write articles for print publications even as we publish online. So, when you see us approach an aircraft, it means we’ll be creating in three forms of media: Ink, Pixels, and Video. We love every minute of it. Hope it shows! Thanks for your viewership.

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Dave Unwin relates a flight in his Evans VP-1.

It’s easy to see why Dave nicknamed his bird “Biffo” thanks to its British callsign, G-BIFO

Via open cockpit flying on a beautiful day over “my castle,” British writer Dave Unwin demonstrates his personal aircraft.

ByDanJohnson.com is pleased to announce Dave Unwin as a new contributor.

After a whole week of low clouds and drizzly rain, the weather cleared as if a curtain was lifted across the stage of the sky. I had time for an evening flight before official sunset. Hurrying to the airfield I arrived just in time to see a giant rainbow downwind. I took this as a good omen. *** My Evans VP-1, G-BIFO (Biffo) is based close to my house and is always at the front of hangar, so just twenty minutes after I leave home we’re both standing outside, bathed in the evening sunlight. As we usually fly together at least twice every week Biffo looks at me almost accusingly, as if to say “Where’ve you been?” *** So far, I’ve been rushing, but as I slip the chocks in front of the wheels, I deliberately slow things down. I check the fuel and oil, do a careful preflight, and complete the time-honoured ritual of pumping the primer, setting the choke, sucking in and selecting the mags on. *** “C’mon Biffo,” I mutter. “Wakey, wakey.” A flip of the toothpick prop and the little engine barks into life, and settles into a smooth, easy growl. The farmer on whose land the strip is based hears Biffo start, so he wanders up and offers to hoist the windsock while I get my kit on. By the time I’ve donned scarf, jacket, helmet and gloves, the oil is warm and Biffo is rocking slightly on his wheels; it almost looks as if he’s fidgeting, impatient to get in the air. Within minutes we’re racing down the strip and up into the sky. *** As we climb slowly towards the west-northwest, the sun sinks majestically below the horizon. Fantastical cloud shapes and wonderful colors accent the azure sky. I swing Biffo through a great sweeping arc and notice that the full moon has slipped out from behind a cloud. I think, “Is it really almost 40 years since someone last stood on its surface?” *** The air is warm and smooth, Biffo is running like a noisy sewing machine. Ah, no place like cloudbase. Thus far, I have directed all my attention upwards, but as I drift over the A1 highway, I notice that every car has its lights on, making the mundane road become impossibly glamorous; it looks like a river of diamonds. However, when I glance back towards the strip I became acutely aware that darkness is stealing across the ground, swallowing everything in its path. Biffo’s only electrical systems are his twin magnetos; we have no lights (not even a flashlight), and it’s getting dark. *** Time to go home. I roll Biffo up onto his port wingtip and then let the nose drop. As we slide down through the warm sky I see a flash of white wings in the quickly gathering gloom. A barn owl (named Barney by my two sons) has taken up residence in the old barn behind my house, and I wonder fleetingly if he also couldn’t resist the joy of flight on such a beautiful evening. More practically but less prosaically, he probably just wanted to catch his evening meal. *** Biffo’s wheels kiss the ground at 8:02. It is truly dark by the time he’s ensconced in his hangar, and the Lincolnshire countryside is busy with the ways of night. The windsock is silhouetted against the evening sky, and an owl hoots as I lower it. I wonder if it’s Barney laughing at me because he can fly in the dark and Biffo and I can’t. Back home, seven-year-old William has just gone to bed, so I go up to tuck him in. “Good flight, Dad,” he asks? “Yeah, great, thanks, Willie,” I reply, tousling his hair. He wants more detail (anything to delay going to sleep), so I tell him about the rainbow, the sunset, the moonrise and all the other wonderful sights. *** He is impressed, although he clearly struggles with the concept of the A1 looking glamorous! “Where did you go?” he asks. “Nowhere in particular,” I shrug. “Just up.”

About Dave— Formerly the editor of England’s Today’s Pilot magazine, Dave Unwin is currently Pilot magazine’s Flight Test editor. He has been flying for 26 years, and has around 4,300 hours in about 250 different types, ranging from antique gliders and vintage biplanes via seaplanes, skiplanes and sailplanes to modern turboprops and jet fighters. ByDanJohnson.com is proud and pleased to have a talented aviator like Dave join our group. We’re sure you’ll enjoy and learn from reading his experiences in light aviation.

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After an arduous shooting/flying schedule at Sebring and several more days in country shooting and flying around Florida, I wung my way home to bang out some stories and pix for the mag. *** And now for the rest of the Sebring story: *** I made my way through the big exhibitor tent at show central and ran into Adam Valencic of Light Sport Group, who cued me in on their latest product. They’re the folks who market the cool wide-angle A/V-ator HD camcorder that mounts in the cockpit and also stores data for later GPS tracking on computer. *** The new unit is called Dr. Rotech. The palm-sized device is an engine electronics diagnostic tool for Rotax four-stroke engines which tests everything electrical: • Generator coil (on stator) • Charging coil (on stator) • Trigger coil (A&B) • Primary ignition coil (A&B) • Secondary ignition coil • Spark plug connector • Ignition switch • Engine ground *** Verifying or tracking down problems in electrical systems such as cracked wires, loose connections and failed components can take a lot of time. With Dr. Rotech, Adam says electrical troubleshooting now runs from 30 seconds to five minutes! *** The device plugs into the ignition module on the engine and the LED readouts shine red if there’s a problem or green if it’s all good, to coin a highly overworked phrase from our modern lexicon. *** Dr. Rotech can also connect to computer via USB for actual readout values. If there’s an intermittent problem, such as a loose connection, the device will count the number of failures for easier problem trackdown. *** “It sure beats having to mess with an ohm meter while checking each individual wire,” says Adam. “It saves a lot of time and is really simple to use.” *** The unit works on both certificated and ASTM versions of Rotax 912 and 914 engines. The engine certification requires that Dr. Rotech be calibrated annually. *** “There’s a possibility we may offer it in a version for two stroke Rotax engines in the future also,” says David  Kotick, the whizbang electrical and software engineer who designed and built the patent pending tool. *** Everything needed is included for $499.

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IN FLIGHT = PC-Aero’s Elektra One can be flown for 3 hours without noise and with lower operation costs than conventionally powered aircraft.
– COPYRIGHT JEAN-MARIE URLACHER INFO-PILOTE.JPG

CLEAN & SIMPLE – Randall Fishman’s third generation electric aircraft is neat
and clean as befits such an aircraft. Naturally, electronic instruments are featured

MOTORGLIDER DESIGN – Looking very European – but most definitely an
American design through and through – the ElectraFlyer-X has the smooth lines of a
motorglider.

AIR SLIPPER – Only in an electric-powered aircraft (other than one with the engine
in the rear transmitting to the nose) could the cowling aft of the prop be so small.

MORE NEEDED? – If you’re used to looking at a tachometer
and fuel gauge, these instruments may look foreign, but you
might want to get used to them as electric continues to invade
aviation.

GERMAN ENGINEERING – The Elektra One uses a modern
composite glass and carbon structure, a single, retractable
main wheel, and is said to have a propeller efficiency of 90%
driven by a highly efficient electric drive.
– COPYRIGHT JEAN-MARIE URLACHER INFO-PILOTE.JPG

ELECTRA PRINCE — Prince Albert of Monaco made an appearance at Aero in conjunction
with the electric aircraft prizes. He took a seat in the Elektra One as
designer Calin Gologan (in striped tie) explains the concept.

ELECTRIC DESIGNER – The long, tall designer of the award-winning Elektra
One is Calin Gologan. Note the single main landing wheel, which can be retracted.

FORMATION FLIGHT? – In this photos it appears a solitary engine nacelle has somehow taxied up between two
Taurus motorgliders, but this one-off G4 airplane was built to win a prize, a big prize.

GRACEFUL JUICER – Electric power outperforms its gasoline-powered counterpart in Pipistrel’s Taurus
Electro G2 motorglider.

BATTERY POWER – Batteries stand in the rear row
with the motor to the left and controller elements in
the lower right. All these parts have been assembled
or designed by Pipistrel for their several electric aircraft
entries.

SOLAR TRAILER – After flying your eTaurus, put it in its traveling hangar
and, presto, the trailer will charge your airplane’s batteries, essentially for
free (after acquisition costs are paid, of course). How cool is that?

VEE-TAILED – Is it any wonder Yuneec’s sleek e430 attracted crowds every day when it first appeared at AirVenture?

LIGHT TAKEOFF – With its 45-foot wingspan, the e430 can take off in 265 feet, climb at 1,320 fpm, cruise at
55 mph, and has a glide ratio of 25:1.

ELECTRIC TRIKE – Yuneec’s tiny little trike with an even tinier motor flies under a high-performance La
Mouette hang glider wing.

Energy Density Primer

Composite Fuselage as “Batteries?”

Winning the LEAP
and Berblinger Prize

LEAN LINES – A studio image reveals the lean lines of the e430 and its gentle curves throughout the design.

Flying with Juice

As an airplane approaches, a whirring sound accompanied by a
barely discernible whine and a mild propeller buzz exhibit a
Doppler effect as the plane passes overhead. What is that curious noise?
We are intimately attuned to internal combustion engine sounds –
some experts claim they can identify the brand and size of an engine
simply by listening to it run. We’re less aware of electric motor noises
because we quickly tune them out. Electric motors run everywhere in
our lives – in our refrigerators, our computers, in our ceiling fans, and
numerous other appliances. Most motors – it’s incorrect to call them an
“engine” – are exceptionally quiet, and that’s a good thing.

One wonders if relatively quiet electric motors on aircraft will invade
our piston-powered world, especially given noise sensitivity at many airports.
Some say, “We’re about to see if electric works.” I say, “We’re seeing
it right now!”

Two years ago, I wrote about ultralights – literally Part 103-compliant
ultralights – operating remarkably well on electric power.1 In the ensuing
months, more projects have been announced. With a whole issue of
Light Sport and Ultralight Flying we might cover the entire field. To
give a picture of the state of development, I’ll update coverage of four
aircraft including projects from two of the original players.

Our four include the ElectraFlyer X, a ground-up new design from
electric power pioneer Randall Fishman; the prize-winning Electra One,
Light Sport and Ultralight Flying Pilot’s Report
a nifty single-seater with a retractable single main wheel; the Pipistrel
Taurus and variations on the theme from a company moving fast; and
several projects from the prolific Shanghai company, Yuneec. The electric
phenomenon is global. Our examples hail from USA, Germany, Slovenia,
and China.

ELECTRAFLYER ELECTRIC AIRPLANES

Our first example is first in other ways. Randall Fishman brought a product, not
simply to airshows but to market way back in ’07. In electric airplane terms – much
like “Internet time” – it seems like ancient history since airshow visitors saw his
ElectraFlyer Trike. Fishman has stayed active in the game with two follow-on developments,
though the real story may be the way his company can supply electric
propulsion hardware to builders of any airplane.

His subsequent single-seat ElectraFlyer-C, essentially a modified Moni motorglider,
can fly under power for up to 90 minutes (or 60 minutes if landing with the equivalent
of a legal, day VFR fuel reserve). A portable 110-volt charger can recharge the
batteries in about 6 hours.A more powerful 220-volt charger can do the job in 2 hours
if a suitable outlet is available. Estimated “fuel” cost for such a flight is less than 75
cents, Fishman reports.

Batteries could last 10 years, assuming typical use and recharge cycles. Given a
power supply cost at about $7,500, that’s $750 per year plus recharges, call it $1,000
even. At $4 per gallon, that’s 250 gallons worth and at 5 gallons per hour, that’s 50
hours of flying per year. Any greater amount of annual flying is almost free because
you’ve already covered the cost of the batteries. In a combustion engine aircraft, you
would have to keep buying your favorite fossil fuel.

Having worked out the specs and issues with his Trike and ElectraFlyer-C,
Fishman is completing work on an original 2-seat development, the ElectraFlyer-X.
The beautiful new model has a smooth motorglider look with a high-aspect-ratio
wing powered by Fishman’s proprietary 50-hp motor, motor controller, and battery
solution. For the record, both his ElectraFlyer Trike and the C flew on 28 horsepower.

“The ElectraFlyer-X cruises at 80 mph and has a top speed in straight and level
flight of 100 mph,” reports Fishman. “At the slower speed, duration is 1.5 to 2 hours.”

Fishman’s electric motor reliably starts up instantly. The electric powerplant barely
vibrates and you needn’t contend with smelly fuel or oil. Other than prop noise,
the Fishman system is quiet.

Until the ElectraFlyer-X comes to market, you can buy,
today, an ElectraFlyer Trike for about $20,000 for trike, wing,
and batteries with a 45-minute duration. Prices change, so
check with Fishman’s Electric Aircraft Corporation for the latest
information. At press time, the Moni-based ready-to-fly
ElectraFlyer-C was for sale at less than $50,000. This is a oneoff
design, so you should act soon if interested.

For more detailed specifications and info, contact:
Electric Aircraft Corporation 118 Pine Street, Suite 3,
Cliffside Park, NJ 07010. Phone: 561.351.1190 | e-mail:
randall@electraflyer.com | Internet: www.electraflyer.com.

ELEKTRA ONE FROM PC-AERO

Our next example reveals quality German engineering. For
that and its innovations, Elektra One shared in the Lindbergh
prize (see the “Winning the Berblinger Prize and LEAP” sidebar)
awarded in April at the European Aero 2011 event.
Elektra One was designed by PC-Aero. “Using existing technology,
it is possible to fly with a 1- and a 2-seat aircraft without
CO2 emission for more than 3 hours, without noise and for lower
operation costs in comparison with conventionally powered aircraft,”
says Calin Gologan, president of PC-Aero. “This is the
future of leisure aviation as a bridge to the next step: electric
transportation.”

Romanian aeronautical engineer Gologan reports several
advantages of electric powerplants for light aircraft (and these
apply to any electric-powered aircraft): environmental protection
through elimination of CO2 emissions; low noise; long range
(depending on how much battery can be carried); low operating
costs.

Gologan expects to achieve more than 3 hours
flight time, delivering more than a 250-mile range.
He thinks cruise can hit 100 mph (a figure supported
by Fishman’s experience). Noise generated is significantly
restrained in cruise by keeping the propeller
speed at 1,400 rpm.

The developer predicts emission-free flying and
sees environmentally sound machines drawing little
grid power by using solar panels on the hangar for
very low cost recharging. (Also see photo of Pipistrel’s
rolling solar hangar that makes a similar claim.)

PC-Aero’s goal is a total system of aircraft, hangar,
and power selling for less than |100,000 (about
$142,604). Remember, this includes the cost of
hangar and “fuel.”

According to the manufacturer, here are a few specifications
of the single-seat Elektra One: maximum
weight 660 pounds; 28-foot wingspan; maximum
engine power 16 kW (21 hp); empty weight (without
batteries) 220 pounds; maximum battery weight 220
pounds; payload 220 pounds.

The magic isn’t solely the powerplant. The innovative
Elektra One uses a modern composite glass and
carbon structure, and a single, retractable main
wheel. Gologan says the Elektra One has an
advanced aerodynamic design and propeller efficiency
of 90% driven by a highly efficient electric drive.

Addressing media at his PC-Aero company’s booth
at Aero 2011, Gologan explained that he began work
on the Elektra One three years ago with the goal of
optimizing it as a cruising machine. Reportedly this
is why he gave the airplane a relatively short 28-foot
wingspan. Elektra One’s wing has a unique profile,
with a half-span sweep and some remarkable characteristics.
“Test flying showed that I had developed a
highly tolerant wing profile,” says Gologan. “It can fly
at angles of attack as high as 40°, where you can still
use the ailerons and still not stall. The wing also provides
good gliding characteristics shown by a 25:1
glide ratio.”

Power for the first Elektra One was supplied by a
13.5-kilowatt (about 18-hp) electric motor built by
Geiger Engineering, which also makes Elektra One’s
propeller and battery controller. The airplane has a
single, manually retractable landing gear, two small
wingtip wheels, and a variable-pitch propeller.
Gologan claims the Elektra One is only 20% as noisy
as a typical general aviation airplane. He said it
would cost just $49 per hour to operate.

The Elektra One will be certified under Germany’s
ultralight regulations; a 2-seater is in the works.
Certification of the larger model “will not be a problem,
because for years my work was as a certification
engineer,” Gologan says. He expects certification by
the end of 2011. His ultimate goal is a family of electrically
powered airplanes. Principally a designer and
engineer, Gologan’s plan is to hand marketing and
sales duties to NeoWings, a firm based in Augsburg,
Germany.

For more detailed specifications and info, contact:
PC-Aero, Buchenweg 3, 87484 Nesselwang,
Germany. E-mail: calin.gologan@pc-aero.de |
Internet: www.pc-aero.de.

PIPISTREL’S PROJECTS

When I finally met Pipistrel designer Tine Tomazic,
the engineer seemed highly confident in his work.
Tomazic works closely with Ivo Boscarol, general
manager and founder of Pipistrel. Perhaps the company’s
assuredness is justified, since it’s already a big
NASA efficiency competition winner to the tune of
$165,000. No wonder Pipistrel has created the
unusual G4 (see photo) for the 2011 NASA/CAFE
prize of $1.65 million.

“Can electric perform better than conventional
powerplants?” asked Tomazic during a presentation.

“Absolutely!” he said, answering his own question.
Tomazic’s enthusiasm is infectious.

Indeed, Pipistrel is underway with a very impressive
4-seater called Panthera that is proposed to fly
200 mph on a combustion engine, a hybrid engine, or
an all-electric version. For most companies such
claims would sound boastful. Pipistrel might pull it
off. Their Taurus Electro G2 is already for sale and
performing well with electric-only power.

As Tomazic puts it, “For the first time electric
power outperforms its gasoline-powered counterpart
in our Taurus.” He observes that the Taurus
Electro G2 can use a shorter runway, climbs faster
and performs much better than the gasoline-powered
version when it comes to high altitude operations.
All this is possible, thanks to the specially
developed emission-free Pipistrel 40kW electric
power train.

Of course, G2 – a motorglider – is a specialty aircraft
and perhaps electric power will not outperform
a combustion engine in, for example, the Bye
Aerospace electric power conversion of a Cessna
172 Skyhawk. Pipistrel’s airplanes are far sleeker
and lighter for their mission than the dated Cessna
design.

Pipistrel’s custom-developed Lithium batteries
come in two configurations, capable of launching
the Taurus to 4,000 feet or 6,500 feet respectively.
Remember, this is a self-launching sailplane; getting
to an altitude where soaring lift can be found is
the whole point. The batteries are monitored constantly
by Pipistrel’s own battery management system
complete with data logging and battery health
forecasting.

The Taurus’ electric motor weighs only 24 pounds
while developing the equivalent of 54 horsepower.
As Pipistrel’s designers upped the power of their
propulsion unit, they also developed a new propeller,
which they believe has increased efficiency.

Pipistrel has also invented a new set of onboard,
networked avionics that provides a “fly-by-wire
power train management with built-in multi-layer
protection logic,” says the company. Engineers add,
“This represents a great improvement over the system
used in the Taurus Electro prototype, where
everything was handled by the pilot.”

Pipistrel has been pushing the envelope and feels
they have achieved “the absolute pinnacle of today’s
battery technology, combining low weight, high
power and high energy density to levels that
seemed impossible as recently as ’09.” When a battery
cell is performing poorly, the system is able to
signal the need for maintenance.

The proof of Pipistrel’s admirable engineering
may reveal itself at the NASA/CAFE Challenge in
July ’11.

For more detailed specifications and info, contact:
Pipistrel Aircraft, Gori_ka cesta 50a SI-5270
Ajdovina, Slovenia. Phone: 213.984.1237 | e-mail:
info@pipistrel-usa.com |Internet: www.pipistrelusa.com

YUNEEC’S DEVELOPMENTS

Huge amounts of media and public attention
were focused on Yuneec’s smooth, handsome e430 at
AirVenture in the summer of ’09. The 2-seater took
Oshkosh by storm. It appeared practical and workable,
though it isn’t on the market at this time.

“With the e430’s flight times of between 1.5 and 3
hours (depending on configuration), electric flight
now becomes a realistic power source for sport aviation,”
says Yuneec engineers. “Charging times of 3
hours for as little as $5 make electric a genuinely
low-cost way to fly, and with only two main moving
parts in the motor (the bearings), the reliability and maintenance
are like nothing seen before.”

Use of a 6-battery setup in e430 results in 1.5 to 2 hours
of flight and with such an installation, payload remains a
respectable 400 pounds even with a 45-foot wing span. The
long wings ensure efficient electric cruising while adding a
safety factor. Yuneec says a 10-battery setup could fly 2.25
to 2.5 hours, though the up-front investment would be significantly
higher. The rub in electric aircraft is concentrated
in the purchase cost of batteries plus their weight. It is
in this area that development is needed so it’s fortunate for
aviation that auto companies are spending billions in parallel
development. The good news is that electric airplane
developers can take advantage of battery technology
improvements as they arrive.

A 45-foot wingspan gives the e430 a 25:1 glide ratio and
flight tests produced these results: Takeoff in 265 feet at 40
mph; climb rate 1,320 fpm; cruise speed 55 mph; top speed
level flight 93 mph.

As initially developed by Flightstar in the USA, the e-
Spyder took its first flight in July ’09. Yuneec supplied the
eSpyder’s electric power. Flightstar initially mounted the
twin lithium polymer battery packs on either side of the
design’s robust main fuselage tube, though they were subsequently
hidden in a slide-out drawer under the cockpit
floor pan, an excellent location for several reasons.

Flightstar’s stateside experience realized electric
motors are user-friendlier in nearly every
way, but a pilot would have some new learning
to do. For example, experts advise never allowing
lithium polymer batteries to drain completely.
Fortunately, the Yuneec controlling hardware
installed on the eSpyder provides warning systems
to help you manage this task.

Yuneec and Flightstar say batteries will last
for at least 500 cycle charges and Yuneec says
this equates to more than 250 hours of flying.
That many hours with a Rotax 912 would cost
about $5,000 in fuel alone, plus oil, spark plugs,
overhaul costs and more. So, as we’ve seen with
some other entries, batteries for electric motors
represent a similar net flying cost as a gas
engine with fuel, but without the noise, smell, or
mess.

For more detailed specifications and info, contact:
Yuneec International Ltd., 388 Zhengwei
Road, Jinxi Town, Kunshan, Jiangsu, China.
Phone: 011.86.512.5012.1243
| Fax: 011-86-512-5012-1255 | e-mail:
sales@yuneec.com | Internet: yuneeccouk.site.securepod.com/index.

THE END OF ELECTRIC?

This may be the end of this article, but it won’t
be my last about electric airplanes. I will create
an entire section about electric motor aircraft on
my Website: www.ByDanJohnson.com . Batterypowered
airplanes are in their infancy, but we
will all be hearing much more about this idea as
fuel prices continue their inexorable rise.

An electric airplane could be in your future –
and for less cost than you might think. With or
without your purchase, electrics will most
assuredly be sharing our skies. Listen for them!
1See “Pilot Report: Electric Aeroplanes,”
September ’09 Light Sport and Ultralight Flying
magazine.

Compress Post ...

European LAMA board member Jan Fridrich catches our low photo pass at Sebring. Thanks Jan! Nobody ever shoots the photographer!

FK12 Comet folds its wings.

Randy Lervold showing how it’s done.

Day for night

Roger Crow’s CTLE

Sebring Expo showgrounds above the CarbonCub SS

And th-th-that’s all folks.

Sebring is alive and well and gliding along better than ever. That’s more than I can say for the wireless where I’ve tried to post since Thursday night, so today, you get two point five posts for the price of one. *** First bit of news: Opening day Thursday was the best attended in the show’s eight year history (not five years as I doofishly reported the other day). Aiding and abetting: beautiful, absolutely beautiful weather. No hurricanes, no clouds of leaflets from Republican Presidential hopefuls, just a lavishly enjoyable (for us snowbirds at least) 70 degrees, with a steady 10 knot wind a good part of the day, followed by a crisp, clear night. Thank the Maker. *** Your humble blogster took full advantage of opening day by spending almost half of it shooting and flying the new BRM Bristell S-LSA (yes, it’s ASTMified). A very, very sweet ship. Think second generation Piper Sport nee SportCruiser, since the low-wing monoplane bears a design familiarity of clean, attractive lines and is, if not a sibling, certainly a cousin to that seminal Czech design. *** Bristell designer Milan Bristela is here at the show with John Calla to give the airplane some street cred. Milan co-designed the original SportCruiser and is full designer of this new airplane. Clearly he’s incorporated many things we’ve all learned along the way, including about the roomiest low-wing cockpit, at 51″, I’ve had the pleasure to fly. *** That’s just frosting on the cake, though: if the SportCruiser/Piper Sport is a light, playful airplane that lands itself, rolls around the sky with enjoyable and docile characteristics, the Bristell really feels like a GA airplane. All three axes are beautifully harmonized, the stick feel and responsiveness are both muted and lively. I mean it’s neither twitchy like a spring colt nor sluggish like a one-track dray horse, but both smooth and firm in control handling, and wonderfully quick to jump to your commands. *** Many thoughtful features like a painted sun screen built into the canopy top, 600 lb. useful load, lovely aerodynamics, 1000+ fpm climb, sturdy, sturdy tricycle gear, outsized GA-robust landing gear with Goodyear tires, very lively nosewheel steering (a little too twitchy, but as my endlessly energetic demo host, former C-130 Special Ops driver John Rathwell was quick to tell me, a simple tweak is in the works for that), and all in all, quite an airplane.I’ll properly flesh out my positive impressions when I write the pilot report. For now let’s say this creation of Mr. Bristela is a solid, mature, sophisticated design with many fine details, it’s very comfortable, most certainly enjoyable to fly, and beautifully finished inside and out. *** Alright, that’s way too much for an airplane blog post so let’s move on:I spent a very interesting hour with Roger Crow, a 35-year Air National Guard fighter pilot and law enforcement aviator who briefed me on how his Echo Flight Resources company out of Tulsa has transmogrified a Flight Design CTLE into an aerial surveillance platform, complete with a highly sophisticated aerial video ball turret camera that’s controlled by a John Law techie in the right seat in pursuit of people doing bad things. I’m hoping to do a story on it for the magazine: a fascinating look into how useful LSA are at dramatically cutting costs without compromising performance one bit over similarly equipped Cessna 172s and 182s, and helicopters, which cost a whole lot more to operate than a CTLS. He’s winning over converts with law enforcement orgs across the country, because he’s one of a small club and speaks the lingo.At the annual LAMA dinner Thursday night, it’s prez Dan Johnson and his lovely wife Randee along with a host of sponsors and volunteers and new Sebring fearless leader Jana Filip put on an excellent feed, a raffle of prizes, and a presentation by EAA’s new President, Rod Hightower, followed by an excellent video short from EAA’s superb video department.Friday, although no official numbers were in as I dragged myself off to dinner and to rescue my newly arrived roommate, P&P publisher Mike McMann, from being GPS-lost in the crocodile-infested badlands east of Sebring, looked to be another record day. Lots of folks walking around, kicking tires, taking demo rides throughout yet another gorgeous day. *** Highlights for Friday included catching up with Charles Stites of Able Flight, that wonderful organization that underwrites, with four types of scholarships, the flying dreams of disabled people. Seven more dedicated and determined people, including a deaf woman and a multiple combat amputee successfully negotiated Sport Pilot training to defy the odds. As I told Charles after the update, I always feel better after talking with him. *** Another guy who always lifts my spirits is Boris Popov, founder of BRS parachutes. Boris and I go back more decades than either of us care to acknowledge, when I first began extolling the virtues of the ballistic ‘chute concept he successfully brought to market. *** How good would you feel to wake up every morning and know something you created had incontestably saved hundreds of lives over the years. Yeah. Way cool.By the way, forgot to mention feel-good band Ravi performed for the exhibitor’s reception Wednesday night and also at the LAMA dinner. The band’s namesake Ravi tours the world performing original songs, conducting clinics and lecturing on crucial issues facing the music and aviation industries – two groups you don’t often see conflated. A talented and engaging young pilot/musician, you can find out more at www.theRaviator.com.The twin brothers Hansen and the twin brothers Hansen (one father’s sons are also twins) of Hansen Air Group demonstrated changing the cockpits on the sexy FK12 Comet from a single canopy to two-holer and also folding the wings, all in about five minutes. Hansens the younger performed the operation as the elder sibs “supervised”. *** I’ll be flying the Comet tomorrow for a future report. What a very cool bipe indeed. *** Finally, because it’s bed time for yours truly, Randy Lervold of Cubcrafters and his superb pilot Clay (didn’t get his last name) helped me get an air2air session with their wildly popular Carbon Cub SS. The light couldn’t have been better, and ditto goes for the formation skills of both pilots. Every formation shoot ought to go this well. *** Here’s a sample, judge for yourself. *** Tomorrow, looking forward to shooting my old friend the Flight Design CTLS, thanks to another old friend Tom Peghiny. The CT sports a new dual-panel SkyView deck. Managing Director of the successful European company, Matthias Betch, is in town for the show.

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Photo courtesy CubCrafters

Savvy companies find a way through even the worst of economic times. *** Case in point: CubCrafters will deliver its 200th LSA (see Update below). *** The Yakima, Washington-based LSA maker can thus secure bragging rights for being the top US-made producer of ASTM-certified Light Sport Aircraft eclipsing its Cub clone rival American Legend out of Texas, which has led the pack for some time. Coming just a couple days before Sebring’s US Sport Aviation Expo kickoff on Thursday, the forecast should be welcome to industry watchers and potential buyers eager for a cheerier outlook. *** The company offers two Cubalikes: the Sport Cub S2 (100hp) and the Carbon Cub SS (180hp, and what a climbout monster it is!) *** The company started up in 1980 and recently added 15,000 square feet of space to its manufacturing facility. *** And yes, they are a-hirin’. *** Keep up the good work, you guys!

Update 1/17/12 — We will soon report year-long market share numbers and can confirm a strong 2011 performance by CubCrafters. Our figures may be somewhat different as we count only FAA registrations not “deliveries” or “sales.” Also note that the Yakima company has not yet delivered #200 but plans to do so in February. These comparisons take nothing away from CubCrafters but may help explain the differences in reported numbers. —DJ

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