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New Year, New Airshows, New Flying Machines — Affordable Aircraft Plus Bigger, Faster Mosaic LSA

By Dan Johnson || 13 Comments

You know what modern-day aviators have that is wonderful? Choice! Lots of choice.

As Mosaic LSA prepare to enter the market in 2Q25, we’ll start seeing new models at this year’s airshows.

The truth is you have so many choices that this website offers perhaps its most useful function: helping you sift through the many aircraft you could fly. If you find a number of aircraft you like, how can you narrow your choices to find the one that best fits your needs?

Find Your Dream Plane

Maybe you haven’t explored these features but you might find them fun and worthwhile.

Check these one-of-a-kind offerings:

  • PlaneFinder 2.0 — Answer a few this-or-that questions; system reduces a long list to matching aircraft
  • SLSA List — Every Light-Sport Aircraft that has won FAA acceptance with links to more info
  • Part 103 List — For those who want fun flying machines that won’t exceed their budget; loaded with links
  • Advanced Search — Search through brands, models, or other providers on our extensive database
  • LSA Market Info — Search the most comprehensive record of all LSA and SP kits in America; sort many ways

Like everything on this website, all these features are free for the using (although email is requested to use PlaneFinder 2.0). I hope you’ll go explore this website thoroughly. The good folks at Flying Media that acquired this content in March 2023 have promised to keep thousands of articles and tens of thousands of photos available.

Still, nothing beats an airshow where you can actually examine, touch, and sit in an airplane that catches your fancy. For a half century, airshows have dictated my annual calendar. These events bring together the best of aviation and form a target-rich environment for anyone shopping for (or selling) an airplane.

Airshows 2024

This list is not exhaustive. These are the events I’ve attended for many years. In order of their appearance…

Besides the breadth of aviation it offers, Sun ‘n Fun is home to LSA Mall, now beginning its 17th year as an attraction at the show. Visitors are urged to visit the light aircraft area called Paradise City.

Sun ‘n Fun 2024 / April 9-14, 2024 — Happy Birthday! Sun ‘n Fun will celebrate 50 years this year. Starting out as an EAA regional fly-in, Sun ‘n Fun has grown to the second largest airshow in the USA and the one that kicks off the start of the recreational flying season year after year. While Sun ‘n Fun has branched out into education, a museum, and many other activities (not unlike Oshkosh), it is their spring airshow at the perfect time of year that draws attendees by the hundreds of thousands. This year at Sun ‘n Fun, look for the new LSA Mall with some very special coming attractions as new LAMA president Scott Severen takes over the Mall with professional assistance from Jana Filip of Sebring and DeLand Expo fame.

—For More Sun ‘n Fun Info

Semi-trailers in Europe open on the side like this one revealing the arrival of helicopters at the Aero Friedrichshafen show in southern Germany.

Aero Friedrichshafen 2024 / April 17-20, 2024 — Easily my favorite aviation event in Europe, Aero Friendrich also has a big birthday in 2024; this will be the 30th running of the popular event that draws many tens of thousands from all over Europe. If you want to see aviation development in its brightest bloom, I advise Aero where more interesting aircraft appear than at any other show I have attended. The event commonly occurs soon after Sun ‘n Fun but takes place almost exclusively inside, so attendees are comfortable (and well fed). Most importantly, visitors will be dazzled by beautiful displays of handsome aircraft one after another after another… it’s simply a delicious event.

…For More Aero Friedrichshafen Info

EAA AirVenture Oshkosh hosts nearly every sort of aircraft you may ever see including a profusion of light and affordable aircraft, most easily found in the Fun Fly Zone.

EAA AirVenture Oshkosh 2024 /July 22-28, 2024 — Turning 70 in 2023, EAA AirVenture Oshkosh is the undisputed king of airshows. If you can only attend one event in 2024, this is surely the best one, although you are already late to find lodging. Oshkosh swells from a normal population of around 50,000 to close to half a million during the week. Chicago and Atlanta may vie for the busiest airport in the world for 51 weeks of the year, but during Oshkosh, this event rises to the very top measured by flight operations — the busiest airport in the world for seven days. If it flies and you want to see it up close and person, AirVenture is the place. By all means GO, but start your planning now. It’s not too soon.

—For More AirVenture Info

Renamed and repositioned as it becomes the longest-running airshow catering to light aviation: LSA, Sport Pilot kits, ultralights and more.

Midwest Aviation Expo / September 5-7, 2024— Since this is a year of benchmark editions of airshows, why not Midwest? The event taking place at the Mt. Vernon, Illinois airport (KMVN) is doing two big things this year, The show has renamed itself Midwest Aviation Expo, from Midwest LSA Expo. Having “LSA” in the name when it began in 2009 was a great idea but the event has always featured more than LSA, though it has plenty of them. In addition, Midwest has drawn Part 103 ultralights on one side and numerous kit builders on the other. Beside offering a good selection of airplanes with no entrance fee, no parking fee, and great facilities including a very popular restaurant, Midwest has long had a mission to please everyone that comes, vendor or attendee. Now for 2024, this show celebrates its 16th running, making it the longest-running event among sector-specific event. Congratulation to Team Midwest Aviation Expo!

—For More Midwest Aviation Expo Info

Closing out the recreational flying season in October is the DeLand Aero Showcase, seen in this color-splashed image.

DeLand Aero Showcase / October 18-19, 2024 — Formed after the DeLand Sport Aviation Expo was discontinued by city officials, this restructured event is now in the capable and energetic hands of Alex Rolinski and Doma Andreka. If you don’t already know these fellows (think about Aero Adventure and Magnus Aircraft), you may want to pay attention. This pair of entrepreneurs has ambitious plans to expand at DeLand Airport, already a hotbed of recreational flying and sky diving. DeLand Aero Showcase is on for its annual event in mid-October when Florida enjoys wonderful weather but also ample hotel rooms and rental cars. Fly south like the birds when it gets cold back home. The Sunshine State welcomes you and so does Aero Showcase.

—For More Aero Showcase Info

Whatever show works best for you… GO! You’ll have a ball and you might find your dream plane.

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You know what modern-day aviators have that is wonderful? Choice! Lots of choice. The truth is you have so many choices that this website offers perhaps its most useful function: helping you sift through the many aircraft you could fly. If you find a number of aircraft you like, how can you narrow your choices to find the one that best fits your needs? Find Your Dream Plane Maybe you haven’t explored these features but you might find them fun and worthwhile. Check these one-of-a-kind offerings: PlaneFinder 2.0 — Answer a few this-or-that questions; system reduces a long list to matching aircraft SLSA List — Every Light-Sport Aircraft that has won FAA acceptance with links to more info Part 103 List — For those who want fun flying machines that won’t exceed their budget; loaded with links Advanced Search — Search through brands, models, or other providers on our extensive database LSA Market Info — Search the most comprehensive record of all LSA and SP kits in America; sort many ways Like everything on this website, all these features are free for the using (although email is requested to use PlaneFinder 2.0).

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Made for Mosaic? Scissortail Aerosport Imports G750 wth 2+2 Seating

By Dan Johnson || 1 Comment

Are you ready for Mosaic? Let’s be crystal clear. You have almost no time left to comment on FAA’s proposed rule. Mere days remain before the comment window closes. (Comment links at bottom)

However, we won’t see Mosaic LSA for many months yet. …Or, is that wrong? In this article, we look at G750, a 2+2 seat Mosaic LSA candidate.

Mosaic as a completed regulation is still 16 months away, according to FAA’s oft-repeated statements about how long they need after comments have closed. The agency has a lot of work remaining on this proposed regulation.

After a group of maintenance organizations asked for more time, FAA extended the comment period to January 22, 2024. That means you have less than one week left as this article is posted. After that, FAA begins huddling internally to review all comments and make other changes (and hopefully fix a number of weak areas; see other reporting on Mosaic).

Beside FAA, ASTM’s LSA committee also has its hands very full creating industry consensus standards needed to allow acceptance of these airplanes. If you have any capacity or interest to help, they’d love you to join them ($75/year). You do not need to be an engineer or technical expert.

Many LSA producers are hustling hard to develop existing models into larger, more capable mLSA. A few brands are already flying and I have reported on several of these.

Go Get Some Air

In this article I want to explore the GoGetAir Aircraft G750. This Slovenian design is a new-to-Americans aircraft, though it has a decade of history in Europe.

GoGetAir’s G750 evolved from an aircraft I had seen earlier in Europe called One (image). A stylish design One used a sports car approach, two rear seats of limited carrying capacity. One Aircraft was designed by Iztok Šalamon after he began that company in 2014. One Aircraft shut down operations in 2019 when GoGetAir was established.

Today, GoGetAir and their G750 are today the product of Ania and Iztok Šalamo (nearby image). They are well positioned for the coming Mosaic LSA class.

“We took the things that we love and we have built on them,” noted the couple. “The result is the innovative GoGetAir line of aircraft. In order to achieve the best possible comfort for the pilot during G750’s nine-hour endurance, the aircraft is equipped with adjustable rudder pedals as well as with adjustable seats and three different foam density of seat cushioning for maximum comfort.”

“GoGetAir is the only aircraft in the category that features large forward-and-upward-hinging doors for easy entry,” said the Šalamos, referring to them as “Lamborghini-style doors.” They added, “Pilot and passengers are protected with a Formula-1-like full-carbon roll cage with kevlar protection.

“In addition, every G750 is equipped with a BRS Parachute System,” GoGetAir said, “designed around a solid-fuel rocket housed in the front fuselage that pulls the parachute to full deployment within seconds.”

Europe-based light aviation journalist Marino Boric wrote, “GoGetAir’s G750 aircraft from Slovenia is one of very few 2+2 aircraft with an MTOW of 750 kilograms (1,650 pounds), which on first glance looks like a smaller version of Cirrus’ piston SR-series.”

Though the term is no longer common, “2+2” indicates a second row of seats but ones with a lesser amount of leg room. A Cirrus SR20 weighs about twice as much as G750 but has a roomy aft seat.

G750 also demonstrates style and a beautifully compound-curved leading and trailing edge wing.

GotGetAir observed, “G750’s aft seat can be used for baggage or you can also take two children up to 55 pounds each and not more than five feet tall. When those aft seats are filled, some baggage can still be stored in the small space behind the seats.”

Even though you cannot fill G750 with four large American males, this is an ideal Mosaic LSA for Sport Pilot certificate holders. Those pilots will not be allowed to take four persons aloft but might enjoy the extra cabin space.

G750 Performs

Offered first with the 100-horsepower Rotax 912, a 115-horsepower Rotax 914 turbo engine enabled more robust performance with take-off in less than 500 feet and a climb rate more than 1,000 feet per minute

Now, GoGetAir offers the turbocharged, intercooled Rotax 915iS that offers a performance boost up to altitude. See the nearby chart to compare engines and performance.

GoGetAir is reasonably fast, a nice bump from today’s LSA, offering cruise at 138 knots or 159 miles per hour. Other Mosaic LSA may strive for higher speeds but may be more compact to reduce drag. G750 is intended for comfortable cross country travel.

With Rotax 915, G750 takes off in less tha 400 feet of ground roll and can climb 1,500 feet per minute. Max cruising at altitude, G750/915 will burn 6-7 gallons per hour. Under ideal conditions, full tanks of 35 gallons offers range of nearly 1,000 nautical miles.

“Due to its huge flaps G750 is easily operated on 1,500 foot runway,” said GoGetAir. Stall speed for all three engine sizes is a modest 43 knots or 49 miles per hour. With Mosaic coming in at 54 knots (or possibly faster) G750 is well within Mosaic parameters.

GoGetAir G750
Safety Features

  • Rocket-propelled emergency airframe parachute
  • 4-mm-thick certified glass front windshield for bird and other object penetration protection
  • Passenger compartment roll safety cage; designed and tested cabin construction with car-style crash resistance
  • Doors designed to be opened in case of a roll-over
  • Full Kevlar cabin interior for protection from object penetration
  • “Single-spar” design — both spars overlap and are bolted together to the fuselage, adding to construction stiffness and safety
  • Panel retracts in case of crash
  • Three hinges on every moving surface; four on the flaps
  • Glide ratio of 17.5:1 for lower fuel consumption and higher safety in case of engine failure.

G750’s 2+2 aft seats are for small children or other gear you may want to take along. Some baggage area is available aft of those seats.

GoGetAir in America

Shannon Hankins & Alan Jackson from Scissortail Aerosport represent G750 to North America. “Scissortail is the authorized North American Completion Center for the GoGetAir’s G750. We offer full in-house support during final assembly at our facility located in Tulsa, Oklahoma (KRVS).” Of course, their reference to assembly is before Mosaic when they could deliver a fully-built G750.

The timing of Scissortail and GoGetAir is excellent, with only 16 months or so before Mosaic is released. In the meantime, FAA has registration categories such Experimental Exhibition that allow import of a small number of fully-assembled aircraft to test the market.

By the second quarter of 2025, Mosaic should become official regulation and then G750 will easily fit the mLSA category assuming the company chooses to pursue and declare compliance with ASTM standards.

G750 is a costlier choice as will be many mLSA. At $270,000 to $340,000, depending on optional equipment and finishes, G750 is helping to define a price point for Mosaic LSA. Extra seats and extra capabilities cost real money.

While we all wait on Mosaic, Scissortail can refine their operation and deliver a few Experimental Exhibition aircraft to earn feedback from American pilots. Contact Shannon or Alan for more or to arrange a flight demo.

ARTICLE LINKS:

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Are you ready for Mosaic? Let’s be crystal clear. You have almost no time left to comment on FAA’s proposed rule. Mere days remain before the comment window closes. (Comment links at bottom) However, we won’t see Mosaic LSA for many months yet. …Or, is that wrong? In this article, we look at G750, a 2+2 seat Mosaic LSA candidate. Mosaic as a completed regulation is still 16 months away, according to FAA’s oft-repeated statements about how long they need after comments have closed. The agency has a lot of work remaining on this proposed regulation. After a group of maintenance organizations asked for more time, FAA extended the comment period to January 22, 2024. That means you have less than one week left as this article is posted. After that, FAA begins huddling internally to review all comments and make other changes (and hopefully fix a number of weak areas; see other reporting on Mosaic).

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Top 50 Video: Back Yard Flyer — One of Most Requested Models Among Affordable Aircraft

By Dan Johnson || 4 Comments

Over many years, one of the most consistently requested aircraft is Back Yard Flyer. Even the name sounds affordable, doesn’t it?

While you can’t get this one any longer, about 20 are flying and some pop up on aviation sale listings. In its day — before Valley Engineering decided to cease building and focus on their Culver (wood) Prop enterprise — Back Yard Flyer attracted wide interest, rising steadily to be one of our Top 50 videos of about 1,000 produced.

Part of the reason for keen interest was an airframe that quickly folded in a unique for easier storage. Built primarily of welded aluminum, the airplane looked tough yet managed to stay within Part 103 tight constraints.

Another reason for strong interest in this simple flying machine was its four-stroke engine, modified from a Generac engine. At the time, 2010 or so, four stroke on genuine Part 103 ultralights was extremely rare.

Put together, the welded aluminum structure with its folding wing and dependable power and, presto, you have Backyard Flyer.

Flying Your Backyard

For years at EAA AirVenture Oshkosh, visitors to the ultralight area — now often referred to as the Fun Fly Zone — were treated to a particular sound and a particular pilot that always grabbed attention.

I refer to “the Flying Farmer,” Gene Smith. Every year it seemed he would bring a new variation of something he casually called his backyard flyer. One year, after being challenged by weather the prior year, Gene decided not to fly to Oshkosh. With help from his son Larry, Gene created the current last iteration of the Back Yard Flyer seen in nearby images.

The particular sound people remember was a four stroke power plant. By itself, that was very unusual 10 or 15 years ago yet what made it unique was that Valley engineering started with a Generac-brand power generator engine, modified it significantly, and ended with a four stroke engine that could be used on this very light airframe and qualify for Part 103.

I never weighed the finished and I’ll be it was close to the line but Gene and Larry said it weighed “251 pounds even with tricycle gear.” One reason why it looks heavier than allowed is the larger-diameter welded tubing that comprises most of Back Yard Flyer. Most observers are fooled because you expect welded to be steel (generally thinner diameter tubes). Welded aluminum is relatively unusual but the Smiths report it made a robust airframe able to handle the bigger engine.

Backyard Swinger

Airframe and engine aside, easily the one feature that made it stand out more than any other: it’s unusual swing wing, except maybe not the way you’ve considered.

Gene took a farmer’s more direct (and far less costly) approach.

Four bolts allow movement on a “turntable” so the one-piece wing pivots 90 degrees to sit over the tail and protrude beyond the nose. The “swing wing” requires a 30-foot trailer but would be welcome in a crowded hangar as it measures only 83 inches wide (image below). As I observed a demonstration, aileron disconnects took a couple minutes; the whole process didn’t consume five minutes.

Gene proved the naysayers wrong back in the early 2010s — yes, pilots complained about the cost of airplanes then, too. His Backyard Flyer could qualify for Part 103 and could be purchased for less than $20,000. In early 2024, an equivalent amount of dollars would price Back Yard Flyer at $28,000. and for that, most would consider it a bargain.

Gene, the “Flying Farmer,” faithfully flew his circuits of the Ultralight Area pattern accented by a throaty, guttural four-stroke sound that did not mimic the ubiquitous Rotax 582 that was king in the day. Gene’s Generac made an energetic flyer that could easily get in and out of a generous back yards.

Generational Shift

“After Grandpa (Gene) passed away in 2016,” Alaina Lewis wrote, “we decided we couldn’t offer adequate customer support for the plane. We still have all the tooling and jigs and have no plans to sell the design. We will continue to offer customer support for anyone who has a Back Yard Flyer or any of our engines.”

“We appreciate all the support that has been shown for our little plane through the years,” Alaina wrote in 2019. “Grandpa loved designing and building and we were so grateful for the opportunity to get a few planes out into the aviation world and the opportunity for him to live out his aviation dream.”

She continues the family enterprise making beautiful wood props.

ARTICLE LINKS:

A series of videos about Backyard Flyer can be found at Dave Loveman’s Light Sport and Ultralight Flyer YouTube channel by clicking this link. The ones below were some of the most popular.

This earlier interview with Larry Smith dives into their power generator-based four-stroke engine and more about the unusual Backyard Flyer airframe. Recorded in 2011 with technology of that day.

Compress Post ...

Over many years, one of the most consistently requested aircraft is Back Yard Flyer. Even the name sounds affordable, doesn’t it? While you can’t get this one any longer, about 20 are flying and some pop up on aviation sale listings. In its day — before Valley Engineering decided to cease building and focus on their Culver (wood) Prop enterprise — Back Yard Flyer attracted wide interest, rising steadily to be one of our Top 50 videos of about 1,000 produced. Part of the reason for keen interest was an airframe that quickly folded in a unique for easier storage. Built primarily of welded aluminum, the airplane looked tough yet managed to stay within Part 103 tight constraints. Another reason for strong interest in this simple flying machine was its four-stroke engine, modified from a Generac engine. At the time, 2010 or so, four stroke on genuine Part 103 ultralights was extremely rare.

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LSA Pilot Review of a Multicopter: Lift Aircraft’s Part 103-Eligible Hexa

By Scott Severen || 9 Comments

Ready or not, new flying machines are headed our way. Correction, they are already here and a wave of similar entries could follow (see earlier reports). The earliest market-ready arrivals qualify under FAR Part 103.

I believe this website needs to report these aircraft, so with pleasure, I announce the following to be perhaps the first multicopter pilot report from “one of us.” Scott Severen is a longtime LSA pilot, the importer of Jabiru aircraft, and the newly-elected President of LAMA, the Light Aircraft Manufacturers Association. Scott offers his impressions as one of the very first non-company pilots to fly one of these aircraft.

Some call them multicopters (me). Some prefer eVTOL. C’mon, have you said a mouthful like “eVTOL” to any non-pilot? …or even to most pilots? They look at you blankly, “Huh?” Marketers of these aircraft have yet to settle on a catchy word to identify them. “Drone” is still widely used but it’s not specific enough for man-carrying aircraft. So, I’m sticking with multicopter for any aircraft that does not pivot its wings or powerplants. If you prefer, insert your term of choice whenever I write multicopter.

Scott has the titles I referenced above but he is also a very experienced hang glider, Part 103 ultralight, microlight, and LSA pilot with experience across the aviation spectrum for nearly his whole life (his father was U.S. Air Force). Scott knows more about light aircraft than most other individuals on the planet. I consider him an excellent choice for this pilot report on Lift Aircraft’s Hexa. Enjoy! —DJ

A New Way of Flying
…eVTOL…
YES, YOU CAN!

A new kind of ultralight is emerging. Unfamiliar flying machines combine familiar ideas with new technologies — sometimes created from scratch — to provide a fresh new opportunity for more people to safely achieve one of man’s oldest dreams.

Jace “Digit” McCown, Director of Flight Operations and Chief Pilot for Lift Aircraft, gives simulator training to Scott Severen (in VR headset).

The Ultralight eVTOL, or multicopter, is a battery-electric vehicle with multiple motors and rotors (propellers). Being ultralight, they are single occupant and, yes, they are easy to fly with some training. No FAA pilot certificate is required. How do you prepare for this new sensation of flight?

Simulators are an excellent training tool and Lift Aircraft uses them to great benefit. With or without previous flight experience, just a few minutes of Hexa sim time builds your confidence creating excitement about flying Hexa.

SIMULATOR TRAINING — Lift used about a half hour of simulator training: Take off, stabilize, land. Then take off, gain altitude, twist left and right. Then fly a giant square: fly forward about 100 feet, slide left, fly backward, then slide back to your starting point. Finally, fly forward and make a turn in one direction or the other. If you can do these things OK, then students get to “free fly” for a couple minutes. ••• A ground-based training covering regulations, airspace, and safety took another half hour.

While sims are great for preparation and familiarization, they do not re-create real life experience gained by flying. Just ask the sim pilots that tried to re-create Sullenberger’s flight when he chose landing on the Hudson River.

Describing Hexa

While simple in appearance, Hexa requires a preflight as any pilot would expect. Hexa is an all-carbon structure, using an overhead set of 18 independent motors, each with its own battery. These elements are easy to visually inspect.

While the powerplants are independent to prevent failure propagation, they are orchestrated to play as a team, forming a so-called distributed electric propulsion system that handles maneuvers around the different flight axes. Each motor and propeller is strategically canted just off the vertical — all tilt slightly away from center — to aid control effectiveness. Controlling power at each motor alters the flight motion.

Redundancy Redefined — Hexa can lose up to 6 random or 2 adjacent powerplants and still maintain normal flight, engineers report. Hexa employs three redundant control systems. If one system has a glitch, number 2 takes over, and so on. 

Designed differently from other Part 103 ultralight eVTOLs, Hexa is tall. The cabin structure is affixed to the “overhead powerplant.” Landing gear are fastened below and perform double duty as floats. To assure stability for a vertical take off and landing aircraft, six gear legs ending in floats are spaced around the perimeter. A seventh float is under the cabin. These allow landing on water and are energy absorbing on terra firma.

Stepping up into the cabin, you buckle the four-point pilot restraint. A windshield moves air around the pilot but the sides are open and lend a very “out there, open cockpit” feel.

Cockpit “Interface”

The nearby image depicts how the Flight Screen and Control Systems are presented on Hexa, and how you interact with Hexa. Such information systems are unique to each Part 103 ultralight eVTOL. (Scott has examined several Part 103 eVTOLs as part of LAMA’s program of providing a Technical Standards Committee to review aircraft wishing to approach FAA to qualify as Part 103 vehicles. Scott’s experience is rare. Few industry people have scrutinized several of these entries. —DJ)

No rows of controls or banks of switches in this clean cockpit.

Hexa’s 12.1-inch touch-screen displays flight and powerplant information:

  • wind direction/speed
  • groundspeed
  • compass
  • flight direction
  • home
  • altitude expressed in AGL (Above Ground Level)
  • how much flight time (battery) remains
  • back-up button controls for Takeoff, Land, and Go Home

Lift’s joystick is the primary pilot interface with the aircraft. The screen provides information and backup buttons for the three main controls: takeoff, landing, and go home. The joystick describes four possible motions the pilot can initiate: longitudinal (banking); lateral (nose attitude); yaw (rotation about the vertical axis); and vertical (up/down).

PILOT’S VIEW — Here’s the view that greets pilots entering Lift’s Hexa Part 103 multicopter.

Hexa presents three physical buttons on top of the stick for Take Off, Land, and Go Home. A switch you push up or down with your thumb directs Hexa to go up or down. On the front of the stick is a switch you move left or right with your index finger which activates yaw, or rotation about the vertical axis, like a pirouette except both feet stay on the floorboard.

Oh, and that’s all your feet have to do: rest on the floorboard.

The joystick moves fore and aft, left and right, or any combination of those movements. This prompts Hexa in the direction the stick is moved. The further you move the stick, the faster you move. Altitude remains the same. A key message for fixed wing pilots is that you are not trading altitude for airspeed when you move the stick, unlike what your three-axis training taught you.

Take Off and Landing

After a systems check and initialization, you are ready to “start your motors.” If you have multiengine training, this may sound like an unusual step, but Hexa makes it easy. You start all 18 motors at once resulting in a soft buzz, all in surround sound.

Scott’s brother Gary Severen prepares to fly Hexa.

Pressing the Take Off button on top of the joystick initializes the launch sequence and lifts you to about 10 feet in the air. At this point you set about your flight. You just toggle the up/down switch until you get to the desired altitude, then release. On my flight, I chose up to about 30 feet as the winds picked up to between 10-15 miles per hour.

I found it interesting that since Hexa uses GPS for its position, it tilted into the wind just enough to keep me centered above the take-off spot. It doesn’t matter what direction the wind is coming from, Hexa tilts into the wind enough to do its job… technology wonderfully applied.

Next, I practiced yawing left and right. A helicopter can do this maneuver, but it is simple in Hexa: you just move the switch on the front of the stick in the direction you want to twist. With no other inputs Hexa holds its position faithfully above the initiation spot, as though a plumb bob was hanging below. I found the flight experience very comfortable.

Flight Time — Typical battery range is about 20 minutes. This term depends on how much power you use for maneuvers: the more you climb, the more power is used; the more level flight at slower speeds, the less power you use. Some will say 20 minutes is far too little but for what Hexa is attempting today, that may be sufficient.

“Coasting” in flight — With forward flight, or movement in any direction in the same plane, one thing you learn is how far you “coast” when you return the stick to neutral (or just let go of it; it will go back to center).

“Sliding” is another neat trick. It’s so easy in Hexa. Move the stick left and slide sideways to the left.

I have to say, backing up in the air is an intriguing sensation. Just pull the stick back, a little or a lot. On my flight, I was geo-fenced, so there was no worry about backing into anything, though Hexa also has sensors for collision avoidance. You can see behind you a bit just by rotating your head and body. I didn’t loosen the pilot restraint to allow torquing my body out of the cockpit to see directly behind.

Lift Aircraft Founder Matt Chasen (pointing) speaks to prospective pilots of his Part 103 Hexa multicopter.

Once you’ve mastered the basic maneuvers, you can manipulate the controls to interact in many interesting ways. You can fly forward (or backward) while yawing/pirouetting.  You can fly a “facing forward” square: forward stick, up button, aft stick, down button. You can finesse the controls to make a giant vertical circle, like on a Ferris Wheel, or you can scribe a lateral circle. You can fly forward and climb, then reverse the actions and go backwards “downhill.” Or, you twist around to see your descent. Imagine a 3-dimensional dance floor…

Hexa presents a moving map on the glass display, though all I referenced was how much battery remained. I found so much to enjoy outside of the cabin but not to worry, Hexa will take you “home” to your lift-off spot before you run out of battery. It’s pretty smart that way.

After my encounter with Hexa, let me assure you, you really won’t want to stop flying this machine! 

Hexa is a blast to fly and no flight experience is needed. A high confidence level comes quickly, supported by the inherent safety of all the redundant systems including a ballistic airframe parachute, one optimized for Hexa’s common low altitude of operation. This parachute system is autonomous; it fires if it senses a non-recoverable situation. A pilot does not really have time to assess the situation then pull a handle from 40 feet in the air.

You won’t want to miss an opportunity play in the skies with Hexa when you get the chance! The company plans tours to get more people airborne in a Lift Hexa

Thanks, Scott, for that fun look at Hexa. I don’t know about you but when I’m anywhere near one of these whirlybirds, I’m going up in it! —DJ

ARTICLE LINKS:

Watch Scott Severen and his brother Gary fly Hexa by Lift Aircraft in this short video.

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Ready or not, new flying machines are headed our way. Correction, they are already here and a wave of similar entries could follow (see earlier reports). The earliest market-ready arrivals qualify under FAR Part 103. I believe this website needs to report these aircraft, so with pleasure, I announce the following to be perhaps the first multicopter pilot report from “one of us.” Scott Severen is a longtime LSA pilot, the importer of Jabiru aircraft, and the newly-elected President of LAMA, the Light Aircraft Manufacturers Association. Scott offers his impressions as one of the very first non-company pilots to fly one of these aircraft. Some call them multicopters (me). Some prefer eVTOL. C’mon, have you said a mouthful like “eVTOL” to any non-pilot? …or even to most pilots? They look at you blankly, “Huh?” Marketers of these aircraft have yet to settle on a catchy word to identify them.

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Top 50 Video Review: Lisa Akoya, an Innovative, Sleek LSA Seaplane

By Dan Johnson || 14 Comments

“Lisa Akoya: You’ve Never Seen Anything Like It,” trumpeted the lead image. Ten-year-on translation: “You’ve never seen it.”

Inspired design, cutting edge ideas, elegant sleekness, and unique features set the French LSA seaplane apart and may inspire successive designs but Lisa’s Akoya never made it to market.

No wonder,” exclaimed some! More than a decade back, they approached a retail price of $400,000. After ten years of dollar inflation, that number would be way past $500,000 today.

Remarkable as it may be to those of us with normal incomes, buyers for high-end products seem often to emerge. Cirrus and their steady sales of million-dollar-plus four seaters is proof of that. To appeal to such well-heeled pilots, a company better deliver a beautiful, functional, well-supported aircraft. Doing that expertly at a premium level gets expensive.

Here’s Looking at Lisa

Lisa Akoya dates to the very beginning of Light-Sport Aircraft. In 2004, two aviation enthusiasts, Erick Herzberger and Luc Bernole, established Lisa Airplanes in the heart of the French Alps. Akoya developed “a patented Multi-Access technology allowing Akoya to set down with the same agility on water, land or snow without any prior modification of the aircraft.” This unique innovation is based on a combination of retractable landing gear, hydrofoils and retractable skis (video demonstrates gear retract).

“From the cockpit to the wingtips through the Seafoils, a number of technical innovations offer elegance, operating convenience, and exceptional aerodynamic performance,” claimed Lisa. They promoted a top speed of 156 miles per hour (135 knots), range of 1,250 miles, with fuel consumption of 4.2 gallons per hour. “Akoya takes off and lands in as little as 650 feet,” they said (full specs on image below).

Arguably, one of the most distinctive design aspects of Akoya is its tailfin-mounted, forward-facing Rotax engine. Others have done something similar (Equator is an innovative example using electric propulsion) yet Lisa engineers beautifully integrated the powerplant. Interior noise was significantly reduced by this location, they noted.

Thanks to folding wings (photo & video), Akoya could be stored in a garage or, if you happen to run in more elite circles, perhaps aboard your yacht. With its then-stratospheric price tag of $395,000, Lisa had to appeal to very well-heeled customers, including yacht owners one supposes.

Lisa developers boasted Akoya’s 180-degree panoramic view through its tinted bubble canopy and a cockpit specially designed to combine both aesthetics and comfort. The cockpit is 51.6 inches wide, spacious even compared to the largest LSA.

My longtime videographer and LSA seaplane expert, Dave Loveman described Akoya as “…an LSA featuring unique ‘Seafoils’ which it uses for taking off from water. Akoya is amphibious, with a retractable landing gear that can be equipped to take off or land from land, water, or snow.”

Dave also observed, “Akoya has cantilever wings, which can be folded for ease of storage or trailering. Akoya uses all carbon-fiber construction, with metal parts produced from titanium. Seating is side by side, with dual controls, flaps, and a center mounted throttle, and adjustable rudder pedals. Power is supplied by a Rotax 912 ULS or iS engine.”

Longtime aviation journalist James Lawrence wrote, “Some bright minds at Lisa Airplanes, a French company, had a great idea to take the hydrofoil concept and apply it to an LSA seaplane. I’d often wondered why hydrofoils haven’t been done before; it’s such a great concept.”

“The technology for the entire package is patented and called Multi-Access,” Jim continued, “not the most compelling name but what the hey, look at how cool those little moustache water wings look sticking out from the hull!l

“Seafoil is a trademarked name, which adds a little more marketing sizzle to this steak. They’re connected to a retractable gear that can be rigged with wheels or skis, and also to motor-driven, pivoting wings.”

To prevent pilot error in re-assembling a folded-wing Akoya, designers added an ignition interlock system, position indicators, and a wing position locking system.” Folding wings have strong appeal but add complexity that demands more oversight and/or a religiously-followed checklist.

Jim concluded his remarks, “This is a ‘luxury amphibian’ with sexy hydrofoil wings on its futuristic hull. It’s priced sky-high at $395,000. Like the equally costly Icon A5, Akoya is sleek, stylish, and downright gorgeous.”

In February of 2013, our friends at AVweb uncovered news that Akoya would be acquired by investors in China. A trend was underway ten years ago, leading large Chinese businesses to purchase several famous aviation brands including Continental Motors, Cirrus, and Mooney, among others. AVweb went on to report, “According to French and Chinese online sources, production will remain in France.” Unfortunately, Akoya never built another aircraft.

The big Chinese money disappeared from aviation some years ago. As Lisa and their Akoya never made another appearance, this appears to be another design lost to history though long experience in this industry has taught me never to assume a good design is forever gone. Worthy designs have often re-emerged.

The experience gained by the two French developers of Akoya could influence downstream designs in the way aviation has done since before the Wright brothers.

Two videos appearing below provide additional information direct from the source plus many views, static and flying.

My countdown review of the Top 50 videos will continue… focused on the most popular of nearly 1,000 videos interviews I’ve conducted, all recorded and produced by Dave Loveman of Light Sport and Ultralight Flyer You Tube.


This Top 50 video interview with Vanessa Troillard has been viewed more than 200,000 times. Produced a dozen years ago, it offers good visuals of the aircraft and wing fold, gear retract and more. Audio is also 12 years old; sensitive ears may prefer a lower volume. —November 23, 2012

Three years later, Dave Loveman produced another Lisa Akoya video. This was recorded at an airshow with some background airplane noise, however, visuals are excellent. —February 10, 2015

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“Lisa Akoya: You’ve Never Seen Anything Like It,” trumpeted the lead image. Ten-year-on translation: “You’ve never seen it.” Inspired design, cutting edge ideas, elegant sleekness, and unique features set the French LSA seaplane apart and may inspire successive designs but Lisa’s Akoya never made it to market. No wonder,” exclaimed some! More than a decade back, they approached a retail price of $400,000. After ten years of dollar inflation, that number would be way past $500,000 today. Remarkable as it may be to those of us with normal incomes, buyers for high-end products seem often to emerge. Cirrus and their steady sales of million-dollar-plus four seaters is proof of that. To appeal to such well-heeled pilots, a company better deliver a beautiful, functional, well-supported aircraft. Doing that expertly at a premium level gets expensive. Here’s Looking at Lisa Lisa Akoya dates to the very beginning of Light-Sport Aircraft. In 2004, two aviation enthusiasts, Erick Herzberger and Luc Bernole, established Lisa Airplanes in the heart of the French Alps.

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Simple, Light, Affordable… Why Recreational Flying Can Soar in 2024

By Dan Johnson || 22 Comments

Simple, light, and affordable is not a throwaway line. Each word is pivotal.

Like many of you, I have enjoyed the advancing development of the LSA space, leading to Mosaic LSA in about 15 months. Additional operational capabilities plus features like autopilot, synthetic vision, and powerful, compact engines… all these can build a very exciting airplane.

TL Sport Aircraft‘s Sparker, already in active operation, is a candidate for Mosaic LSA.

With Mosaic, the list gets even longer: more weight, more seats, more powerful engines, plus retract, adjustable props, even aerial work for entrepreneurs (see full list). Wonderful, I agree. Some pilots have asked for more and industry with FAA have been working to achieve these potentials.

SIMPLE PLEASURE — Quicksilver Sport 2S; photo by James Lawrence

Yet this is a path to ever-more complex (and expensive) aircraft. Have you been waiting for Mosaic LSA? If yes, your wishes may be answered in 15 months. If not, please continue reading.

Simple, Light, Affordable — All three words are key. Much depends on your aviation goals.

Simple

Sometimes I find my attention returning to the easy pleasures of sightseeing around the local area, basic stick-and-rudder flying, feeling the air.

While features like modern economical autopilots make cross-country flights easier, operational procedures for sophisticated instrumentation absorbs my time. Using this great gear becomes almost second nature, a muscle memory, if you fly often. Yet as with apps on your computer or device, you must invest time to keep up with software changes and the particulars of operating digital avionics offered by Garmin, Dynon, MGL, and Kanardia (among others).

The Aircraft Factory’s Sling HW, a four seater already flying and ready for Mosaic. Lots to occupy you in this cockpit.

I applaud study and learning. These make your flying safer and more enjoyable. But time spent poring over manuals and software upgrade installation necessarily takes time away from simply going up for a fun hour in the sky.

My real joy in flight is simply looking around, aerial sightseeing, enjoying the view of my surroundings from a airborne platform few other humans will ever experience. I don’t need autopilot for that. As much as any phase of flight, I throughly enjoy a series of takeoffs and landings, honing my skills. For that I don’t need a fast aircraft and I don’t need to carry anything with me so payload is less important.

Badland‘s F-series, based on the former Kitfox Lite.

For the visceral joy of flight, you may find it optimal to, well… keep it simple. The more capability you add to an aircraft, the more you have to manage, pay for, stay updated on, maintain, insure, and all the rest. Complex aircraft that can do many things will demand more of owner and pilot. They can deliver much more but you have to keep up with them.

Aviating can be simply about the physical act of flying. It doesn’t all have to be about sleek designs, cool tech, or powerful engines.

Kolb’s Firefly, seen aloft with rare tricycle gear, has long been an affordable choice for homebuilders.

Then, cost. Buying and maintaining increasingly complex aircraft is its own taskmaster. While maintaining even the simplest aircraft is still vitally important, we do now have choices in very light electric aircraft that require far less maintenance, not to mention no oil spills. Plus, your neighbors will hardly know you’re flying.

CGS Hawk is available in two-seat or single seat; different builders each supply affordable models in kit or ready-to-fly.

Today, not in some indistinct future, you can buy and fly an electric aircraft. I don’t doubt electric will power larger aircraft in the future, but who wants to wait and who will be able to afford the batteries needed to provide four-seat cross-country flying?

If your goal is some delicious airtime on a calm, sunny afternoon, the simplest aircraft are darn hard to beat. Plus, they cost a lot less.

Light

Light is a key ingredient in keeping aircraft affordable. Require more material inputs and you increase costs in a multitude of ways. Physically larger, heavier aircraft cost more, maybe a lot more. You’ll need more power and your skill set must be kept in tighter tune. True, light aircraft are more affected by turbulent air. So what? If it’s that kind of air, I might choose to ride my bike rather than fly.

Aeromarine-LSA‘s Merlin Lite has excited pilots with its potential; electric propulsion, already worked out on earlier models, is available.

Light also means using less fuel, which will continue increasing in price. Every government seems to fantasize about an all-electric future. Whether an improvement or not, it ain’t happening tomorrow when the flying is great. A lighter ICE aircraft sips fuel at a far slower rate but that airframe may also be fitted with electric propulsion, today. Several brands offer an electric option (link below). How many four-seat electric aircraft have you seen? Yeah, me too. None. Heavier aircraft will be a far greater challenge to electrify.

Affordable

Affordable is a major focus of this website. If you can’t afford it then you are somewhat doing a Walter Mitty, dreaming about owning some shiny new speedster that you may never buy. If you can’t afford flying, you won’t fly or will fly less. Those aren’t good choices.

Fisher Flying Products’ Koala looks very cub-like and is affordable and fun to fly.

Yet keeping an airplane’s cost affordable means not having every feature imaginable. The very best airplane in the world may be the one you can actually buy, maintain, and have the pilot chops to enjoy.

All this is so basic, so simple that you may wonder why bother writing about it? As I contemplate what Mosaic will deliver, I feel good about the new choices pilots will have. If your budget allows a new Mosaic LSA, great! If not… you may need to make other selections. Fortunately, you have plenty of choices.

Aerolite 103 offers gas or electric, all for remarkably low prices. Their order book is overflowing. (image from an article appearing in EAA’s Sport Aviation)

As the new year arrives, we face complicated times. Elections (all over the globe), multiple horrific wars, unbelievable amounts of government debt (also around the world), and ever-expanding regulation mean the challenges to keep flying may be great.

With all that in mind, how about a nice hour-long sunset flight in an aircraft your budget can cover. What could be finer?

I hope you enjoy all the flying you can afford in 2024!

ARTICLE LINKS:

H A P P Y
N E W
Y E A R !

Compress Post ...

Simple, light, and affordable is not a throwaway line. Each word is pivotal. Like many of you, I have enjoyed the advancing development of the LSA space, leading to Mosaic LSA in about 15 months. Additional operational capabilities plus features like autopilot, synthetic vision, and powerful, compact engines… all these can build a very exciting airplane. With Mosaic, the list gets even longer: more weight, more seats, more powerful engines, plus retract, adjustable props, even aerial work for entrepreneurs (see full list). Wonderful, I agree. Some pilots have asked for more and industry with FAA have been working to achieve these potentials. Yet this is a path to ever-more complex (and expensive) aircraft. Have you been waiting for Mosaic LSA? If yes, your wishes may be answered in 15 months. If not, please continue reading. Simple, Light, Affordable — All three words are key. Much depends on your aviation goals.

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Welcome to Your LSA and Mosaic Information Hub!

By Dan Johnson || 93 Comments

Thanks for your interest in Light Sport Aircraft (LSA) and, coming some time in 2025, aircraft that will comply with the new Mosaic rules — as well as the expansion of Sport Pilot privileges. A lot is happening here in 2025 and we’ll keep you up with events!

Thousands of articles and videos on this website remain completely free of charge but please help spread the word about this one-of-a-kind info resource.

Learn which companies lead the light aircraft sector — Tap or click the big blue button.

Thanks for your visit. We genuinely appreciate your loyal readership over two decades!

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Thanks for your interest in Light Sport Aircraft (LSA) and, coming some time in 2025, aircraft that will comply with the new Mosaic rules — as well as the expansion of Sport Pilot privileges. A lot is happening here in 2025 and we’ll keep you up with events! Thousands of articles and videos on this website remain completely free of charge but please help spread the word about this one-of-a-kind info resource. Learn which companies lead the light aircraft sector — Tap or click the big blue button. Thanks for your visit. We genuinely appreciate your loyal readership over two decades!

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News Wrap — A60 Junkers Takes Maiden Flight, Icon Launches Higher, Rotax Record Year

By Dan Johnson || 1 Comment

As the end of the year approaches and as excitement builds for 2024, I have some news items of interest to the light aircraft community.

Right before Christmas, read about the maiden flight of Junkers side-by-side A60, a year-end recap provided by Icon Aircraft, and year highlights from leading engine producer Rotax Aircraft Engines. Let’s get started…

Junkers A60 Flies!

Earlier this year, Junkers garnered lots of attention with their highly distinctive A50 Junior, an LSA with tandem seating and a look you won’t forget. Not everyone loves tandem, though, so here comes A6o, the side-by-side sibling of Junior.

A50 Junior, a handsomely-revived design from 100 years earlier, is a tandem flown solo from the aft seat.

We saw Junkers Aircraft‘s’ A50 Junior at Sun ‘n Fun 2023, where it made a splashy debut and flew for the first time in front of American pilots off the grass strip in Paradise City (the airshow within an airshow at Sun ‘n Fun). While most who examined it closely admired the detailed workmanship that went into it, not everyone desires tandem seating.

No problem. Here comes the side-by-side A60. The new design recently took its maiden flight. While the design goes through further evaluations, the Swiss builder plans to debut the new model at Sun ‘n Fun 2025 (not 2024). By then Mosaic should be out and A60 should fit nicely.

Junkers side-by-side A60 takes its maiden flight in December 2023.

Although it does manufacturing in Battle Creek, Michigan, Junkers has also adopted Lakeland, Florida, operating a classy restaurant in the airport terminal building across the runway from Sun ‘n Fun’s campus.

Junkers Aircraft said their newest models is  “a contemporary adaptation of the A50 model. Inspired by the iconic A50, the A60 offers an unrivaled design that combines the aesthetics of that era with modern innovations.”

“The style and fun factor of the A60 is enhanced by the new retractable undercarriage, the nose wheel and the fact that the pilot and passenger sit next to each other,” continued Junkers. “With two different versions, a closed cabin and an open cockpit, the A60 offers a versatility that will delight pilots and aviation enthusiasts alike. Side by side it´s a celebration of freedom and a shared passion for flying.”

Junkers A60 uses a 100-horsepower Rotax 912iS engine and features Garmin G3X Touch. “The design of the A60 is not only a tribute to our historic A50, but also a bridge between tradition and modernity. We have worked carefully on every detail to create an aircraft that is unrivalled not only in performance but also in design,” says Dieter Morszeck, CEO of Junkers.

Icon Passes 200

“We completed the 200th Icon A5 earlier this fall,” stated Icon Aircraft CEO Jerry Meyer who added, “There are now more than 210 Icon A5s in 13 countries across the globe.” Along with these reports, he had more to sum up the California company’s 2023.

Icon Aircraft’s production team poses with the 200th A5.

“For the first time ever, Icon’s sales team has several A5s available for closing in the next 30 days or less.

“Our owner community is incredibly connected and the Icon Owners & Pilots Association (IOPA) continues to grow both online and in the real world.

“We introduced the four-blade lightweight propeller at EAA AirVenture earlier this summer, which is available as an upgrade on a new A5 and can also be retrofitted on previous model years. In addition to weighing approximately eight pounds less than the stock A5 propeller, the new four-blade improves takeoff distance by 10-12 percent.

“In 2023 we’ve continued to invest resources into expanding the Icon Flight Training Network. The two most recent additions are Channel Islands Aviation in Camarillo, California, and Iconic Adventures in Gatlinburg, Tennessee. There are now more than 65 Icon Authorized Flight Instructors (IAFI) in the U.S., and we continue to expand both here and overseas. Over 16 Icon Authorized Flight Instructors were trained in 2023 alone.”

“We are very close to completing the Type Certification process with the FAA. Once the process is complete, pilots around the world will be able to import and register the Icon A5 Certified Edition in their home countries. And for U.S. customers, a Type Certified A5 simplifies the requirements for flying to the Caribbean or operating the A5 from a yacht in foreign waters.”

Record Rotax Year

“Rotax recorded a record year for four-stroke sales,” reported Aircraft Engine Manager Marc Becker in early December. More than any company in light aviation, Rotax has a pulse on aircraft production worldwide. The company does business in nearly every country on Earth, fulfilling orders for more than 200 original equipment manufacturers or OEMs, the companies that build the airplanes we know and love.

The company continues to make progress after the global upset that came with Covid-induced shipping delays (and sky rocketing costs). “We are still quoting 8-10 months for deliveries,” said Marc, though that figure is lower than most airframe producers are quoting in late 2023, so Rotax in Austria is catching up with orders.

“We are seeing lots of flight school activity,” added Marc. He noted large producers like Tecnam and BRM Aero (Bristell) have order times exceeding two years for some models.

CubCrafters, which never specified the Rotax brand, was the launch customer for the 2023’s new 916iS, quite a coup for Rotax and a weight savings for those customers.

He also noted that furious sales to the gyroplane community have moderated. “That market is is getting saturated,” Marc said, while observing a shift to more commercial sales. “Yet flight school orders have replaced those gyroplane orders. Overall, we feel the market is strong and we anticipate a productive 2024.”

Finally, Rotax scored big earlier in 2023 when they introduced their new 160-horsepower 916iS engine and featured a major new launch customer, CubCrafters. Worldwide, Rotax easily accounts for 70-80% of powerplants for aircraft covered on this website.

Happy Holidays!

As this will likely be my last post before Christmas, let me take a chance to thank you for your loyal readership and your support for many years.

I wish you and your families and friends a warm, wonderful Christmas with plenty of tail winds ahead!

ARTICLE LINKS:

Compress Post ...

As the end of the year approaches and as excitement builds for 2024, I have some news items of interest to the light aircraft community. Right before Christmas, read about the maiden flight of Junkers side-by-side A60, a year-end recap provided by Icon Aircraft, and year highlights from leading engine producer Rotax Aircraft Engines. Let’s get started… Junkers A60 Flies! Earlier this year, Junkers garnered lots of attention with their highly distinctive A50 Junior, an LSA with tandem seating and a look you won’t forget. Not everyone loves tandem, though, so here comes A6o, the side-by-side sibling of Junior. We saw Junkers Aircraft‘s’ A50 Junior at Sun ‘n Fun 2023, where it made a splashy debut and flew for the first time in front of American pilots off the grass strip in Paradise City (the airshow within an airshow at Sun ‘n Fun). While most who examined it closely admired the detailed workmanship that went into it, not everyone desires tandem seating.

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AVI’s Affordable, Foldable, Composite Part 103 Ultralight Aircraft Gets a Fresh New Look

By Dan Johnson || 14 Comments

Aeromarine LSA’s Chip Erwin is one but certainly not the only busy fellow in the modern Part 103 aircraft space. AVI’s Radu Berceanu is another a man on the move. Chip works in metal. Radu works in composite. You know Chip better (he’s adept at PR) but you probably know Radu’s designs. Readers have responded enthusiastically to articles and videos about Swan.

The original Swan 120 (103 for the USA) was a big hit. Let’s see how the model transformed.

In an earlier article I promised a video look.  Now that the flying season is easing into the holidays, I have more time to spend editing videos. What takes a few minutes to shoot takes hours to edit but I’m pleased to let you hear from Radu himself. His English is quite good and you get a lot of views of the new & improved Swan, now called Swan LE.

Fresh Swan Retake

The article from April this year had additional detail for Swan LE and mentions Dracula, the subject of a future video and article. Fairly rare are companies that offer a high and a low wing design. Radu’s Swan LE and Dracula are sharp contrasts but share identical technical specifications.

NOSE TO NOSE — Comparing the new Swan 120 LE (L) to the original Swan 120.

Before the referenced article, I’ve written about Swan multiple times (see all content) so in this update I want to delve into what’s new. It’s major!

The familiar model was transformed so well — and Dracula was so new and attention-getting — that I initially overlooked Swan until I glanced again to think, “Hey, what happened to Swan? Oh, my, the engine has moved… lowered.” Looking further it was clear this was a major step forward as Radu explains in the fresh video below.

LE for Lowered Engine — Once mounted on the end of a wide diameter tube that formed a high backbone of Swan, the engine has been relocated on a forward firewall. Done expertly, this represents a very significant change requiring a thoughtful design to accommodate the engine mass and thrust load.

The results are nothing short of spectacular. Swan appears made for this change, as though it was what Radu had in mind all along. In fact, Radu notes in the video that it was consumer interest that motivated him to go through this redesign effort. Kudos to him for listening and for making the investment of time and money to get this change done.

While a nearby image shows how smoothly an electric motor fit on the older Swan, now all that hardware can be tucked inside the nose for reduced drag. AVI already has good experience with the electric for those interested in that option.

Longer gear was required to allow the engine to descend so much yet still have adequate prop clearance. However, as you compare old with new, you can see the aircraft sits well on its longer-legged gear.

A significant benefit results from the higher gear. Some had complained that the original Swan sat so low that ingress and egress were more difficult especially for less flexible pilots. The interior remains roomy. For an aircraft that can meet Part 103 (or its European equivalent, 120-Kilo Class) Swan is not only fully enclosed but spacious. Now, it is significantly easier to enter and exit.

Even on the original Swan, electric integrates smoothly.

Powerplant Choice — AVI offers a choice of combustion Polini Thor 303 or battery electric propulsion. The fuel engine provides 36 horsepower and the electric motor offers 28 kW of power equivalent to 37 horsepower. On this light aircraft, either provides a 600 foot per minute climb rate.

AVI supplies four batteries of 2.66 kilowatt hours each that allow a 75-minute duration, said Radu. Charging those batteries from the allowed low of 25% takes 4.5 hours using 16 amps at 220 volts. This permits a full hour of flight with a 15-minute reserve. That won’t take you a long distance but it can provide 60 minutes of aerial enjoyment at almost no cost and with little maintenance ever required.

Swan and Swan LE fit inside an improbably-small trailer.

Cooling a combustion Polini engine housed completely inside an engine cowl and operating at a higher revolution required careful design. Good engineering and testing allowed Radu to assure good airflow through the engine compartment for the combustion engine though good cooling is also valuable for electric.

Super collapsible — In the nearby image you see an impossibly tiny trailer that can hangar Swan LE. The wings unplug and are supported in padded cradles. The tail feathers remove and the tail boom hinges. This trailer is so compact many homeowners could store it in a garage or outside for easy transport to the airport. When airport hangars are often a years-long wait, this may be a workable solution for many.

Not a Kit — Swan is made in special molds with temperature demands so AVI will only supply finished, ready-to-fly Swan LEs. The good news is this is allowed under Part 103 so why build when you can fly, especially given a price affordable to many aviators.

Still in the $30,000s* — Despite an all-composite aircraft in fly-away form, Swan LE remains an aircraft affordable for many. Your final cost to have a Swan LE will vary depending on exchange rates and shipping costs can also change rapidly. Check with the U.S. importer or check with AVI for other locations in the world to see what Radu can do for you.

AVI’s Dracula will be featured in upcoming video.

Coming Attraction… If you like Swan but prefer a low wing, stay tuned. Watch for a new video and article on Swan’s cousin, Dracula.

ARTICLE LINKS:

* Swan pricing in April of 2023 was somewhat more than $30,000 before shipping costs. Exchange rates will also affect pricing in dollars. Please use the links above to contact the company or its representatives for current prices and availability.

Fully refreshed from earlier Swan designs, Swan LE debuted at Aero 2023 where I interviewed the designer. This video includes close-up views of various aspects of Swan LE.

Compress Post ...

Aeromarine LSA’s Chip Erwin is one but certainly not the only busy fellow in the modern Part 103 aircraft space. AVI’s Radu Berceanu is another a man on the move. Chip works in metal. Radu works in composite. You know Chip better (he’s adept at PR) but you probably know Radu’s designs. Readers have responded enthusiastically to articles and videos about Swan. In an earlier article I promised a video look.  Now that the flying season is easing into the holidays, I have more time to spend editing videos. What takes a few minutes to shoot takes hours to edit but I’m pleased to let you hear from Radu himself. His English is quite good and you get a lot of views of the new & improved Swan, now called Swan LE. Fresh Swan Retake The article from April this year had additional detail for Swan LE and mentions Dracula, the subject of a future video and article.

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“…and a Darkness Descended…” Solar Eclipse Spectacular for Pilots at Mt. Vernon (KMVN)

By Dan Johnson || 3 Comments

You know Mt. Vernon, or you should. For 15 years, I’ve reported from, recorded videos at, and given talks at the Midwest LSA Expo, which is held at the Mt. Vernon, Illinois municipal airport, about an hour’s drive east of St. Louis.

Normally at Mt. Vernon, “It’s all about the airplanes!” It will again be so come September 5-7, 2024 — more on that below.

However, in April 2024, here comes something different and special for pilots at Mt. Vernon.

Going Dark

Out went the Message — “Calling all Midwest LSA Expo Attendees, AirVenture Cup/Air Race Classic Racers, KR/Ercoupe/Fly-Baby Builders/Flyers, Bonnie Aviator Club Members, CAA Members, and all Area Aviators!”

What?! Is KMVN manager Chris Collins simply asking very early for pilots to attend September’s LSA Expo. Nope! The announcement continued…

Mother Nature will provide an airshow at KMVN not to be seen again until 2044!

“Join us at KMVN at approximately 2:00 pm on Monday, April 8, 2024 to experience a 4-minute solar eclipse. Experience nearly four minutes of totality with other aviators. And bring your families and friends!”

Same Great Benefits — “Come visit us again. All the amenities of your previous visit(s) will remain,” Mt. Vernon assured. Included: “Free Admission, Free Camping, Free Parking, and Free Shuttles (to / from local hotels). Showers are available on site.”

“Food and fuel discounts will be extended by Bonnie Café and SRT Aviation. Come be part of the fun!”

To KMVN’s invitation, I add: I witnessed a solar totality a few year’s back. It was a grand and moving experience. An airport would provide a superb viewing area.

Just Add Airplanes

Later this year, the Midwest LSA Expo will again run its now-familiar event, but this time it will be different.

For 2024, the Mt. Vernon Expo will operate its 16th year. That exceeds the run the Sebring Sport Aviation Expo had — 15 years from 2004-2019 — making Midwest LSA Expo the longest-running Light-Sport event in the world.

Airport manager Chris Collins, his staff, and a small army of hard-working volunteers have made Mt. Vernon such a welcoming event that many vendors have attended every single year.

Midwest LSA Expo was the one-and-only event to happen in 2020. The good crowds that attended were very grateful Chris and group made the effort during that otherwise rather terrifying year.

For 2024, the 16th annual running will take place on Septmeber 5-6-7, 2024. I hope you can attend… both Eclipse and Expo!

 

More info — Midwest LSA Expo
16th Annual Running
September 5-7, 2024

The 16th Annual Midwest LSA Expo will be Thursday, September 5, 2024 to September 7, 2024 at the Mt. Vernon Outland Airport (MVN) Mt. Vernon, Illinois. Midwest LSA Expo. Inc. specifically organized the unique event to sell Light Sport Aircraft, LSA Ancillary Services, and LSA related Services.

We feel the Midwest LSA Expo is the most convenient and affordable of its type in the country. The host City and Airport are located at the crossroads of two major interstates and are 1 hour, 15 minutes by ground from Lambert St. Louis International Airport. Over 1,200 hotel rooms and 60 restaurants are within three miles of the event site. Over 50% of the entire U.S. population is within an eight-hour drive from Mt. Vernon!

The infrastructure of the host airport (KMVN) is impressive, and includes the following amenities: 6,500 foot by 150 foot main runway, five precision approaches including ILS, 9.25 acres of concrete ramp space, Class “E” airspace, and ARFF Index A safety. Event organizers have placed all aircraft exhibitor spaces on the main ramp with easy ingress and egress for demo flights.

Midwest LSA Expo. Inc. specifically created the event to educate aviators about all facets related to the LSA industry including the many different aircraft types, available engines, and LSA performance; promote the sale of LSA’s, the use of LSA aircraft for flight training and in rental fleets; and promote economic development in the southern Illinois region.

Compress Post ...

You know Mt. Vernon, or you should. For 15 years, I’ve reported from, recorded videos at, and given talks at the Midwest LSA Expo, which is held at the Mt. Vernon, Illinois municipal airport, about an hour’s drive east of St. Louis. Normally at Mt. Vernon, “It’s all about the airplanes!” It will again be so come September 5-7, 2024 — more on that below. However, in April 2024, here comes something different and special for pilots at Mt. Vernon. Going Dark Out went the Message — “Calling all Midwest LSA Expo Attendees, AirVenture Cup/Air Race Classic Racers, KR/Ercoupe/Fly-Baby Builders/Flyers, Bonnie Aviator Club Members, CAA Members, and all Area Aviators!” What?! Is KMVN manager Chris Collins simply asking very early for pilots to attend September’s LSA Expo. Nope! The announcement continued… Mother Nature will provide an airshow at KMVN not to be seen again until 2044! “Join us at KMVN at approximately 2:00 pm on Monday, April 8, 2024 to experience a 4-minute solar eclipse.

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Humble Triangle — Innovative Glider Control Mechanism Has a Nearly Unknown History

By Dan Johnson || 5 Comments

When Wilbur and Orville set out to fly their first airplane 120 years ago, aeronautical knowledge was rare and precious. Pioneers like Lilienthal preceded the Wright Brothers but the Ohio bike shop owners still had to figure out almost everything. They did so without funding, university degrees, or government help. Today, nearly every aviator celebrates their December 1903 achievement.

image: Delta Club 82 (France)

Aviation is a many-varied activity, though, and not all aircraft followed the same development path. Especially after World War II and the arrival of kit-built aircraft, American aviators began exploring in many directions.

Around the time NASA was pushing hard to land on the moon, a growing group of enthusiasts were jumping off mountains in pursuit of flight. Hang gliding soared into sky in the late 1960s and early 1970s. Enthusiasts grew to more than 100,000 active hang glider pilots globally, flying in nearly every country on Earth, perhaps as the most affordable of all aircraft.

See coverage of John Dickenson‘s achievement in this video.[/caption]“]

Modern hang gliders have become quite sophisticated. They can be flown for hours, soaring thousands of feet into the air. Some pilots have achieved flights covering hundreds of miles.

They would not likely have succeeded were it not for the innovation of John Dickenson, a name you probably don’t know. His work is sufficiently obscure that even most hang glider pilots don’t know his name. John passed away this year.

Light Aircraft Pioneer

Longtime hang gliding industry veteran Malcolm Jones* sees a direct line from John Dickenson’s work with the triangular control bar to motorized hang gliders, to Part 103 ultralights, to LSA, and right into the present. While it’s true the triangular control bar is only used on weight-shift aircraft, those early flying machines that were affordable to experimenters like Dickenson were pivotal developments to the entire light aircraft community.

Weight shift trikes like this Rev from Evolution still use John’s triangular control bar and still suspend the weight of carriage and pilot from the center of gravity.

Is flying a “sport?” GA pilots and LSA pilots rarely use that term, but skydivers, hang glider pilots, paraglider, and powered parachute pilots often refer to their activity as a “sport.” Is that a difference without a distinction? Maybe, unless you are one of those enthusiasts. I am, and I get their meaning. Among this crowd, Dickenson should be regarded as a hero yet most missed his contribution …maybe because it was too simple.

In this well-composed image taken for a Sydney Herald article, you see John’s triangular control bar and suspended pilot in the background image with a welded steel control bar used for boat towing in the foreground.

Malcolm expressed, “For a long time I’ve felt our modern hang gliders should’ve been called Dickenson Gliders (that use a Rogallo-type wing).” He refers to Francis Rogallo, a celebrated engineer contributing to NASA’s need for reentry vehicles (hence the delta-wing-shaped gliding parachute that lead to hang glider wings). Today, most hang glider pilots call their aircraft a “Rogallo wing.”

Dickenson’s control system is still used in modern gliders.

Malcom explained, “A few guys were ground skimming down hills with Rogallo-type wings, hanging from their arm pits on parallel tubes. They didn’t get this sport going. They had not figured out sufficient control, swinging legs left and right for lateral control while having almost no pitch control. The parallel-bar method was very marginal at best.”

Modern hang gliders are sophisticated aircraft you can carry on your shoulder. Here a pilot launches and enters his cocoon harness for the least drag and most comfort. He is suspended from aircraft C of G and uses the triangular control bar to move his weight relative to the wing. It takes only a light touch akin to moving the handle bar on a bicycle.

“Dickenson was the idea man behind the triangle control bar and flexible suspension,” Malcom clarified. “As simple as this idea was, suspending the pilot’s weight from CG — the reason it’s called ‘hang’ gliding — plus the triangle control bar, are really the innovations that changed everything and sparked the proliferation of hang gliding. Lots of people from Leonardo da Vinci, Lilienthal, the Wright brothers and more designed gliders, as we know, but none of them were the design that spawned our sport.

Fellow Australians (and showmen) Bill Bennett and Bill Moyes grabbed Dickenson’s triangular bar with the pilot suspended behind it and took it much further but their success selling tens of thousands of hang gliders rode fully on Dickenson’s innovation.

“I just see John Dickenson’s triangle control bar and pilot suspension as a meaningful catalyst that provided a way… a thread to how hang gliding and its leaders — Thevenot, Peghiny, and others — branched into weight-shift trikes and other ultralights and ultralights in-turn to Light-Sport to our current segment of sport flying,” Malcolm concluded.

Full article about John Wallace Dickenson (1934-2023) appears below the video

* Malcolm Jones founded and operates the Wallaby Ranch a few miles south of Disney’s complex in Orlando, Florida. The most-developed hang glider towing operation of its kind, Malcolm and his “Ranch Hands” have flown several tens of thousands of students without a single incident over more than three decades. Malcolm has flown numerous celebrities, most recently Mike Rowe of TV’s “Dirty Jobs” fame (video below). ••• The hang gliding portion starts at 11 minutes into the video.

Mike Rowe fans and many others will enjoy the TV star’s description of flying a hang glider… an unscripted experience:

 

 

Tribute to John Wallace Dickenson (1934-2023) appearing in the Sydney (Australia) Morning Herald — August 2023:

In 1963, John Dickenson invented and built the first modern hang-glider. It flew with the help of friends Rod Fuller, the test pilot, and Pat Crowe, who towed the aircraft behind a boat at Grafton.

John Wallace Dickenson, who died on July 5 following a short illness, is regarded as the father of the modern-day sporting hang-glider.

The sport of hang-gliding really took off in Australia after Dickenson developed a glider that was robust, able to withstand repeated crashes and still fly, and was easy to transport and store.

His design could be understood after a moment’s viewing or looking at a picture, replicated for $30 at the time, with no special tools, materials or knowledge, and often flown the same day.

The glider was easy to fly thanks to Dickenson’s pendulum weight-shift control system, which was intuitive and efficient and provided abundant control – the pilot could achieve Icarus’ dream by simply running off a hill and learning on the way down.

The magic of his device is the conjunction of extreme simplicity, user-friendliness and ability to copy. No other aircraft has been as easy to build, fly and duplicate as the Dickenson wing.

The glider was easy to fly thanks to Dickenson’s pendulum weight-shift control system, which was intuitive and efficient and provided abundant control – the pilot could achieve Icarus’ dream by simply running off a hill and learning on the way down.

The magic of his device is the conjunction of extreme simplicity, user-friendliness and ability to copy. No other aircraft has been as easy to build, fly and duplicate as the Dickenson wing.

The flights that Moyes and Bennett flew proved the obviously superior nature of the Dickenson glider. And when they encountered individuals or groups, their spirit of generosity meant they were happy to share their knowledge.

Around the world, the number of Dickenson hang-gliders went from a few dozen in 1969 to tens of thousands in just six years, when hang-gliding became part of the Federation Aeronautique Internationale, World Air Sports Federation.

Dickenson was born in Sydney on January 22, 1934, and studied for a radio and electronics certificate at Sydney Technical College. On qualifying as an electronics technician he completed a further year studying monochrome television design and servicing.

Completing his national service with the RAAF at Point Cook in 1955, he became a radar and electronics technician, undertaking further studies in electronics and, in the 1970s, gaining a diploma in management. In the 1980s he completed a BA in psychology at Macquarie University, with postgraduate studies in psychotherapy.

He was a keen motorcyclist, tennis player and surfer, and he spent a lot of time sailing, in some boats using hydrofoils of his own design.

In 1955 he married Amy Prinold at Manly and they had two children, Mark and Helen. In 1960 they moved to Grafton on the Clarence River, where he was employed at Gus Robinson Electrical as an electrical technician, repairing and overseeing the installation of radios and televisions.

The family returned to Sydney in 1966. He worked as a specialist sales engineer for numerous companies, including Phillips and Siemens.

In 1970, while working on a motor system for his glider, John and Amy witnessed a gyrocopter crash. Amy was alarmed and worried about the possible outcomes of John’s plans, and the possibility that she could end up widowed with two children to raise.

After a discussion, and as he could no longer see any possibility of earning a return from the glider project, Dickenson abandoned it – from time to time quietly dropping in to see Moyes at his workshop, to help with further development ideas.

Dickenson’s control system is still used in modern gliders.

The modern hang-glider is the invention that history will remember. However, his interest in fluid dynamics led him to work on flow-measuring systems, registering designs for flumes and for slot systems that were used in many places, including the St Marys Water Treatment Works.

He received the Order of Australia in 1996 in recognition of his services to flying, through the invention of the “Delta Ski Wing” and the development of hang-gliding, paragliding and the microlite airplane.

He was awarded the FAI Gold Air Medal in 2011 and the Royal Federation Aero Clubs of Australia Oswald Watts Gold Medal Award in 2012. In 2017 he was made a Member of the Order of Australia.

Amy died in 2002 and in 2009 Dickenson married Patricia “Tricia” Rohrs, who also predeceased him.

John Dickenson is survived by his brother Eric, his sister Wendy Gerdes, his son Mark and daughter Helen.

by Graeme Henderson

Compress Post ...

When Wilbur and Orville set out to fly their first airplane 120 years ago, aeronautical knowledge was rare and precious. Pioneers like Lilienthal preceded the Wright Brothers but the Ohio bike shop owners still had to figure out almost everything. They did so without funding, university degrees, or government help. Today, nearly every aviator celebrates their December 1903 achievement. Aviation is a many-varied activity, though, and not all aircraft followed the same development path. Especially after World War II and the arrival of kit-built aircraft, American aviators began exploring in many directions. Around the time NASA was pushing hard to land on the moon, a growing group of enthusiasts were jumping off mountains in pursuit of flight. Hang gliding soared into sky in the late 1960s and early 1970s. Enthusiasts grew to more than 100,000 active hang glider pilots globally, flying in nearly every country on Earth, perhaps as the most affordable of all aircraft.

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News Wrap — Lift Offers Part 103 Hexa for Work; Aero Asia Success Points to 30th Anniversary Event

By Dan Johnson || 4 Comments

As I recently wrote about Aerial Work for Mosaic LSA, perhaps it’s fitting to write about Part 103 vehicles doing commercial work.

But isn’t flying for hire prohibited in Part 103? Yes, it is.

However, “public use” aircraft do not have to meet FAA aircraft certification regulations nor operating limitations. “Public use” can include activities like police, fire, rescue, border patrol, and similar typically government functions whether provided by federal, state, or local agencies. In short, government departments at all levels get special privileges.

“Lift is the first company in the United States to start serial production of an eVTOL aircraft,” the Texas company announced.

This means little to pilots unless you are one flying for a government agency. For the producers, however, this can mean potentially lucrative sales. In the case of Part 103 multicopter producers it may represent a means of market entry.

In this article I reference an aircraft covered before called Hexa (earlier article, with more aircraft detail), designed and built by Lift Aircraft in Austin, Texas.

First Responders

“Every first responder is now a pilot,” stated Lift Aircraft in their online promotional material. “Imagine a future where any first responder can pilot their own simple, safe, inexpensive air vehicle that can take off and land virtually anywhere. With no pilot’s license required and 1/10th of the operating cost of traditional helicopters, our ultralight eVTOL aircraft, Hexa, makes this future a reality.”

After six years of development, testing, and now entering production, Lift announced, “Hexa is now available for sale to public agencies.” The company said that five production Hexa aircraft are allocated to new public agency partners who opt in soon after the announcement.

“With use cases spanning police, fire, medical, search and rescue, emergency, and disaster response,” Lift stated, “your agency can be among the very first to leverage electric, vertical takeoff and landing (eVTOL) aircraft to serve your agency’s mission.

Lift Aircraft
Hexa (multicopter) qualifying under Part 103
Quick facts provided by the company

  • Approved — Public agencies operate under Public Aircraft (PAO) rules.
  • Simple to fly, no pilot’s license is required. Beginner training in < 1 hour.
  • Reduce response times by up to 80% compared to ground vehicles.
  • Low noise, low profile — land virtually anywhere.
  • Operate without ultralight limitations (same as certified aircraft).
  • Completed pre-operational flight and safety test program.
  • Completed five R&D and test contracts through Phase 3 with USAF.
  • Extensive BETA pilot test and training program since May, 2023.
  • Modular cargo configuration can fly payloads up to 350 pounds.
  • FULL SPECIFICATIONS — See nearby chart

Chart as shown on Lift’s website. “Service Ceiling” likely refers to Range.

Buyers will be invited to Lift’s training facility near Austin, Texas for a demonstration where pilots will be trained to fly Hexa. Agency staff will meet with Lift’s team to discuss the agency’s use for the aircraft.

 

Get Ready for 30th
Aero Friedrichshafen

Aero Asia took place for the first time from November 23 to 26, 2023 and reportedly “exceeded all expectations.” Aero Asia was held at Zhuhai International Airshow Center in the beautiful coastal city of Zhuhai, Guangdong, China.

“More than 268 exhibitors from 17 countries showcased the latest innovations in general aviation,” said Aero leaders. Organizers featured a focus on sustainable aviation and eVTOLs.

Aero Asia show producers are the same team who puts on a favorite European show, Aero Friedrichshafen. The Asia edition was planned earlier but China’s lockdown policies during Covid doomed the effort. Obviously, demand exists, however, and Aero organizers were no doubt relieved and satisfied to finally achieve their goals. The group also puts on an Aero brand event in South Africa.

Under the motto “Get Your Own Wings,” Aero Asia attracted around 68,000 visitors over four days. The four-day trade fair took place in the halls as well as on a large outdoor static display (nearby image). “Alongside high-quality conference formats, numerous air shows delighted the trade fair visitors,” added Aero Asia organizers

Image from Chi-Tai “Tai” Hsieh of LSA producer AeroJones Aircraft. Shown is Sky Trek as previously reported here (video pilot report).[/caption]“]

“Exhibitors recorded good business at the first edition of the trade fair taking 239 aircraft orders with a total order volume of $1 billion,” reported Aero.

The event was organized by Zhuhai Airshow Group Co., Ltd, also known as the organizer of Airshow China. Aero Asia 2023 was conducted in partnership with Messe Friedrichshafen GmbH, aided by various government agencies and 22 supporting associations, authority departments, and colleges.

Aero Asia plans a successive trade fair for November 2025, skipping a year as is common for such events outside the United States.

ARTICLE LINKS:

Compress Post ...

As I recently wrote about Aerial Work for Mosaic LSA, perhaps it’s fitting to write about Part 103 vehicles doing commercial work. But isn’t flying for hire prohibited in Part 103? Yes, it is. However, “public use” aircraft do not have to meet FAA aircraft certification regulations nor operating limitations. “Public use” can include activities like police, fire, rescue, border patrol, and similar typically government functions whether provided by federal, state, or local agencies. In short, government departments at all levels get special privileges. This means little to pilots unless you are one flying for a government agency. For the producers, however, this can mean potentially lucrative sales. In the case of Part 103 multicopter producers it may represent a means of market entry. In this article I reference an aircraft covered before called Hexa (earlier article, with more aircraft detail), designed and built by Lift Aircraft in Austin, Texas.

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Elephants and Gyroplanes… What on Earth Could They Have in Common? Freedom!

By Dan Johnson || 3 Comments

One of the brightest stars in the Mosaic regulatory constellation is allowing LSA to do “aerial work.” In today’s LSA, the only compensated activities Americans can perform are flight instruction and limited towing operations. Any more is prohibited by SP/LSA regulations. Why is this important?

Since 2014, LAMA has explained that light aircraft could be used productively for many work missions, although the Association was careful to stress that it was not advocating for passenger or cargo hauling. Many other aerial working activities were demonstrated to FAA. Agency rule writers agreed and the opportunity is coming with Mosaic.

Admittedly, the community does not yet have all the information needed on what pilot credentials will be required to use Mosaic LSA for aerial work, but as the agency weighs comments and discusses this internally, we hope Flight Standards (which manages such things) will remain as reasonable as the Aircraft Certification group.

In this article I am pleased to observe one credible use of an LSA to do some serious aerial work. Fortunately, many other countries already recognize these flying machines can be useful. In this story, learn how the freedom to fly is helping Africa’s wildlife thanks to gyroplane enthusiasts.

Little Airplanes
Doing Big Work

As we head into the Christmas holidays, Italian gyroplane producer, MagniGyro, sent news about their support for and work with an organization called the Elephant Protection Trust.

A line of Magni gyroplanes displayed by Magni USA at the Midwest LSA Expo, running again September 5-6-7, 2024.

Here is a key excellent example of how such aircraft can be used productively and effectively. To spot elephants, aerial vehicles are reportedly best and ones that can fly slowly enough to observe details are optimal.

Fixed wing aircraft can do some of the same work, but must constantly circle and they still fly at speeds beyond optimal for such observations.

A helicopter is prohibitively expensive and requires too much maintenance. As such, helicopters are not a real consideration.

Enter gyroplanes.

These aircraft — which fly somewhat similarly to a fixed wing aircraft — can be excellent for such aerial observation. Their maintenance is vastly less than that required by a helicopter.

People at the Elephant Protection Trust have embraced gyroplanes, and I’m pleased to present some details of their story, as provided by MagniGyro.

“Today, we’re excited to take you on a journey into the world of Magnigyro in the heart of South Africa,” wrote the company exuberantly!

“As you know, flying gyros is a beautiful hobby shared by many people all over the world. For some people, however, this hobby has become an important job with a big role in the protection and defense of wildlife.

“A great example is given by our friend Keith Hellyer who dedicates his life to fight every day against poachers with his fleet of three M24 Orion gyros and one M22 Voyager in the Tsavo’s Kasigau corridor in Kenya. The aircraft are used to monitor elephant movements, acting as deterrent against poachers and pinpointing the presence of intruders so that ranger patrols on the ground can be directed towards them.

“The M24 Orion (side-by-side, enclosed) in particular has proven to be a valid ally in this important task, allowing rapid travel and immediate intervention.

“Happily, this is not the longer the only example,” MagniGyro continued.

“A new luxuriant green M16 Tandem Trainer (nearby image) was recently approved by the CAA and is aimed to be used to fly around in the Shamwari Game Resort, a 30,000 hectare game reserve situated in the heart of the Eastern Cape in South Africa.

“Here is the largest population of private free-roaming black and white rhino animals in South Africa.

“Safari Operation Manager Andrew Kearney is working hand-in-hand with instructor Caroline Zalewsky Blane to bring the gyro from Johannesburg to Port Elizabeth in an exciting two-day trip,” said the Trust. “The new gyro will assist the rangers in supervising these fascinating animals during the regular surveillance of the reserve.”

Appreciation Expressed: “The Wildlife Works Elephant Protection Trust wishes to send a massive thank you to Rob Collinge for his generous donation of his beloved gyrocopter to our aerial surveillance team. This support will ensure that aerial patrols are conducted in the vital area of the Kasigau Corridor, thus keeping an eye on the wildlife and their habitat in the Tsavo Conservation Area.

“Rob first learned to fly in Kenya in 2004 and has a deep knowledge of Kenya’s hidden wild places. We are very grateful that Rob’s passion for wildlife and flying has led him to donate his gyrocopter to this cause.”

The elephant population in Kenya is increasing by 5% annually with the total population estimated to be just over 36,000.

“A big thank you to Magnigyro for their continued partnership, and keeping our gyrocopters durable and safe,” expressed the Trust. “We recently received two sets of rotor blades (nearby image) that will ensure our gyrocopters are well suited for a multitude of tasks.”

Why Should You Care?
…about Aerial Work

Other than the fascinating story of giant elephants protected by little gyroplanes, why should you be interested in the opportunity for a company to sell into the aerial work market?

Aerial work is helpful because a manufacturer that can sell some units for a commercial purpose may sell these work machines at a higher profit margin. In turn, this should strengthen their business, helping to ensure they can continue to provide parts and service for the airplane you bought from them.

Healthier businesses can support their customers better. That alone makes the effort worthwhile. These aircraft perform useful activities while consuming less fuel and making less noise, bringing further benefits to the idea of aerial work.

ARTICLE LINKS:

TAKE A FUN FLIGHT! — Come on along as we get a full flight demonstration from Magni USA’s Greg Gremminger, one of the country’s longtime experts in this class. Pilot Point of View cameras provide a good taste of the gyroplane experience (flown in 2019).

Compress Post ...

One of the brightest stars in the Mosaic regulatory constellation is allowing LSA to do “aerial work.” In today’s LSA, the only compensated activities Americans can perform are flight instruction and limited towing operations. Any more is prohibited by SP/LSA regulations. Why is this important? Since 2014, LAMA has explained that light aircraft could be used productively for many work missions, although the Association was careful to stress that it was not advocating for passenger or cargo hauling. Many other aerial working activities were demonstrated to FAA. Agency rule writers agreed and the opportunity is coming with Mosaic. Admittedly, the community does not yet have all the information needed on what pilot credentials will be required to use Mosaic LSA for aerial work, but as the agency weighs comments and discusses this internally, we hope Flight Standards (which manages such things) will remain as reasonable as the Aircraft Certification group. In this article I am pleased to observe one credible use of an LSA to do some serious aerial work.

Expand Post ...

TrueLite’s New Wing — U.S. Importer On-Site Finalizing Affordable Part 103 Project

By Dan Johnson || 12 Comments

When I wrote about TrueLite a little over one year ago, readers loved the concept pushing the article to one of my best-read pieces of the year. That story had lots of detail, different from what follows.

Designer Francesco Di Martino pilots his second-generation Zigolo called Mg21, now rebadged as TrueLite.

Now the story is the start of production and preparation of import to the US for final assembly.

Francesco Di Martino is the man behind Zigolo, a superlight Part 103 entry. Zigolo looked so light in construction, relying partly on cable support, some pilots were hesitant about the design. A few years passed and sales were made but behind the hangar door, Francesco was busy with his Aviad company.

Chip Erwin relaxes aboard the Zigolo Mg12. It weighed in well under Part 103’s limits.

As a follow-on to the earlier project, Francesco created the all-metal, much-updated Mg21 as he called it; Zigolo was called Mg12.

When Francesco linked up with Part 103 impresario Chip Erwin of Merlin Lite fame, things started to move quickly. Chip smartly rebadged Mg21 to TrueLite, much better for marketing. However, although production had been promised earlier, addressing the number of inquiries demanded a better facility and completion of engineering work. In the last year, Francesco finished all the engineering software files as seen in nearby images. Ultralight designs from 1982 until recently went through no such elaborate process, but those pioneer ultralights were not sophisticated, all-metal creations like TrueLite.

The original Zigolo and TrueLite seem to bear little resemblance, but share a common heritage.

When early interest became clear, Francesco realized he needed a better production facility and he relocated to Spain.

Quick Description — TrueLite is a three-axis aircraft with a high wing, tail boom, and metal tail in pusher configuration. Wings are constructed of 6061-T6 aluminum sheet. The longitudinal fuselage structure supports the wings and tail. Main landing gear are made from 7075 aluminum with two conical legs. Components are joined with AN bolts and/or rivets. Wings can be folded in two minutes by a single person. Flight controls are operated by cables or push-pull cable.

A single person can fold TrueLite’s wings in just two minutes. That might make storage at a hanger or at your home a lot easier.

TrueLite is modestly priced and will be affordable to a large group of pilots. While prices are subject to change in a world dealing with high inflation rates, a quick-build kit remains priced at $25,000 in late 2023 while a ready-to-fly TrueLite is $29,500. Most pilots recognize this as a good value, especially for an all-metal airplane, a price further sweetened by an included emergency airframe parachute system and EFIS.

“Quick-build kits will be shipped direct to the customer,” Chip clarified, “while ready-to-fly TrueLites for American buyers will be assembled at M-Squared.”

New & Improved
Aviad TrueLite
by Aeromarine-LSA

Chip Erwin recently wrote, “I happen to be here in Viladamat, Spain at Francesco’s workshop getting my hands dirty. I can use a coffee break so here is your update.” Those who know Chip recognize he writes exactly as he speaks.

“TrueLite is a fresh new ultralight design with a very nice feature that the wing can be folded for transport in only two minutes. This feature is huge as hangars are not only difficult to find but very expensive.” Any pilot seeking hangar space almost anywhere is aware Chip is right. “TrueLite owners can roll their aircraft up on a small custom trailer for transport to their home garage,” Chip finished.

He identified that TrueLite’s folding wings open up many possibilities like:

  • Trailing your aircraft with you behind your RV or car when traveling
  • Park on your boat lift when on Aeromarine’s 750 floats
  • Share a hangar with several TrueLites
  • Store in a shipping container or Harbor Freight-style portable garage

“To better meet the Part 103 parameters, Aeromarine has commissioned Aviad to build a longer wing with large slotted flaps incorporated. This new wing will also increase the endurance on our planned electric-powered version,” Chip ventured.

“I am here working side-by-side with Francesco to make this first prototype wing. Francesco has completed the design in SolidWorks 3D software,” Chip observed. “We are then cutting and bending and assembling the parts to assure perfect match-hole fit and finish. We have just completed the new flaps and now are preparing the wing and spar parts. In the next few days the wing will be assembled.”

“Then we will install the new wings on the original TrueLite for a series of test flights. Once verified and proven, we will build a new airframe for the wing. This completely new TrueLite will be the first production model and will be shipped to Florida in time for flight demos and display at Sun ‘n Fun in April 2024,” concluded Chip.

Francesco added a few thoughts of his own, after deciding to relocate his facilities.

“Exciting news at Aviad! Orders are now open for our newly renamed TrueLite (formerly Zigolo Mg21),” said Francesco. “We are thrilled to announce our new operational location, complete with a state-of-the-art factory and assembly space.” He added that this better facility has let him test the new longer wing Chip referred to above.

“In addition to our aircraft kits, we now offer fully assembled aircraft,” he finished.

TrueLite can meet common European regulations such as Germany’s 120-Kilo Class or UK’s SSDR. Many European nations handle what they call ultralights (with gross weights about 1,000 pounds) via country-by-country regulation, where LSA types increasingly follow EU-wide EASA regulations.

In the USA, Florida-based Aeromarine-LSA will assemble TrueLites in their collaboration with Paul Mather’s M-Squared operation in Alabama (earlier article about the business cooperation).

At these prices and with these looks, I’d bet we’ll see more TrueLites starting in 2024.

ARTICLE LINKS:

Here are unedited views of Francesco flying TrueLite, which is now preparing to enter production. NOTE the sound is natural. Noise-sensitive readers may want to reduce the volume. No narrative is included.

Compress Post ...

When I wrote about TrueLite a little over one year ago, readers loved the concept pushing the article to one of my best-read pieces of the year. That story had lots of detail, different from what follows. Now the story is the start of production and preparation of import to the US for final assembly. Francesco Di Martino is the man behind Zigolo, a superlight Part 103 entry. Zigolo looked so light in construction, relying partly on cable support, some pilots were hesitant about the design. A few years passed and sales were made but behind the hangar door, Francesco was busy with his Aviad company. As a follow-on to the earlier project, Francesco created the all-metal, much-updated Mg21 as he called it; Zigolo was called Mg12. When Francesco linked up with Part 103 impresario Chip Erwin of Merlin Lite fame, things started to move quickly.

Expand Post ...

Affordable, Fun, and a High Payload… What’s Not to Love about Powrachute’s AirWolf?

By Dan Johnson || 1 Comment

Last summer, when EAA AirVenture Oshkosh exploded with news that FAA released Mosaic, nearly all the attention was on increased weight and speed, and capabilities like retractable gear, controllable props, even multiengine or turbine aircraft. Christmas in July, I called it, so plentiful were FAA’s gifts to pilots and industry.

Excellent in-flight images by Roy Beisswenger of Easy Flight.

While all these items will add capability, they also increase prices. Is that what you want? Let me guess not for most readers. This website thrives on affordable aviation. Features that add substantial cost limit affordability.

Mosaic will trigger a bifurcation within the LSA community and it goes something like this: If you like the airplane you have now, you probably will not like the price of a Mosaic LSA. However, if you feel constrained in weight-carrying capacity or speed or if you want multiple engines, then Mosaic may address your wishes.

Powrachute does beautiful powder coating in-house.

The great news? You can have it both ways. Those current-day LSA that do their job perfectly need not change. Because they don’t have to “upgrade” to features (that they don’t even need), these LSA can maintain much more affordable prices than we’ll see in mLSA. Am I exaggerating? We’ll know by second quarter 2025 when Mosaic is finally released as an official regulation.

Until then…

Powrachute Delivers!
…at Affordable Prices

In 2020 — remember back then? — Covid was the only word anyone spoke, or so it seemed. This upset the global economy like few other events in human history. Naturally, the light aircraft community was similarly affected. Yet, as you hear in the video below, after a few months passed and we all began to see the situation more clearly, Powrachute owner Galen Geigley reported business roared back. Amazing!

Powered parachute, or PPC, enthusiasts are their own breed, some say. Maybe so, but how is that different than, say, seaplanes or floatplanes, motorgliders, weight-shift trikes, gyroplanes, or hang gliders? Each of these segments also enjoys a loyal following.

Indeed, as Powrachute owner Galen Geigley states in the video below, more than 8,000 powered parachutes are flying in the USA. The high-volume sales from two decades back may have matured but a substantial number of pilots ended up loving their PPCs.

Based in Hastings, Michigan, Powrachute is the clear PPC market leader and reported sales of more than 2,000 Powrachute models, a fine performance for any light aircraft producer.

Powrachute models are also very affordable. Let’s start with the two-seat Special LSA Pegasus model powered by Rotax 582 two-stroke. Base price is a very affordable $27,300 though you may want some of the options the company offers.

You might not notice but this image shows the entire aircraft. The parachute wing is hanging in a bag on the opposite side of the carriage.

AirWolf is available with the 80-horsepower Rotax 912 — a favorite of many as it uses 87-octane regular and is as bullet proof as engines get — for less than $41,000. However, dealer Roy Beisswenger said, “Most pilots buy the 912ULS AirWolf with 100 horsepower,” which retails for a ready-to-fly base price of $43,195. All prices stated in late 2023 are subject to change.

Standard equipment includes the following, yet this description does not include everything you get: Rotax 912ULS 100 horsepower engine with stainless steel exhaust; dual quad hydraulic spring-over suspension; Super 912 (EIS) Electronic Information System with altimeter; electric fuel pump; 10-gallon fuel tank, choice of color in powdercoat finish; rigid chromoly frame extending the full length of the carriage; four-point harness seatbelts; deluxe dual seats in tandem configuration; ground steering tow handle; and more. See the links below for more detail.

Powrachute delivers a lot of aircraft for the money. In 2023, the high-end AirWolf 912 sells for thousands less than the average price of a new car despite the latter being built by the hundreds of thousands.

TECHNICAL SPECIFICATIONS
Powrachute AirWolf 912
all specifications provided by the manufacturer

  • Weight — 462 pounds without wing / 486 pounds with wing
  • Width — 81.5 inches with tundra tires
  • Height — 89 inches with air shocks
  • Length — 128 inches
  • Stall Speed — virtually stall resistant
  • Max Payload with 550 wing — 700 pounds at sea level
  • Max payload with 500 wing — 650 pounds at sea level
  • Take off Roll — 50 feet to 300 feet*
  • Landing Roll — 10 feet to 100 feet*
  • Sink Rate — 8-12 feet per second
  • Glide Ratio — 4:1
  • Operating Speed  — 35-38 miles per hour*
  • Climb Rate — 700-1,200 feet per minute*
  • Decent Rate — 400-600 feet per minute, engine off

* As with all aircraft: payload, winds, altitude, temperature, humidity and all around atmospheric conditions can and will vary the performance of your PPC.

King of PPCs?
He Wrote the “Bible”

Last year Roy Beisswenger made three achievements in powered parachuting. He helped usher half of the pilots getting their powered parachute pilot credentials through the FAA process. That doesn’t mean half of his students got a certificate. It means half of ALL the new PPC pilots in the country got their certificate after working with Roy.

He also sold more new powered parachutes than any other dealer for Powrachute, the largest manufacturer in the sport (certificate image). Finally, his YouTube channel emphasizing powered parachute flying obtained more subscribers than anyone else in the niche.

He continues to work on improving training in the sport by working on a second edition to his book (review of original) plus creating digital flashcards for knowledge test and practical test preparation. Going even further Roy is working on an online video ground school course.

Powrachute owner, Galen Geigley (L) presents the top dealer certificate to Roy Beisswenger at Sun ‘n Fun 2023.

“Powered parachutes continue to have a lot of untapped potential,” believes Roy. ‘Training continues to be the choke point in people getting involved in the sport. Training can be broken down into two areas, introductory flights so more people can be introduced to the sport and serious training for potential pilots committed to obtaining a rating.”

One aspect of FAA’s Mosaic proposal “is disappointing in its current proposed form,” said Roy. “Powered parachutes and weight shift control trikes continue to be the only aircraft categories unable to perform any kind of commercial work. The FAA doesn’t allow for commercial ratings for the pilots and isn’t proposing that special light sport powered parachutes and weight shift control trikes be allowed to be used for commercial work.”

FAA has two ways to correct that, Roy noted. “One is to create commercial ratings for powered parachute and weight-shift-control (trike) pilots,” he claririfed. “Another is to allow powered parachute and weight shift control pilots rated at the private level to perform commercial work in special light sport aircraft. In either case, the FAA would also have to allow powered parachutes and weight shift control aircraft as special light sport to be used for commercial work.”

Powered parachutes have a lot of potential uses for agriculture, construction, and surveying, Roy observed. “Hopefully the FAA will allow the industry to tap some of that potential with the final Mosaic rule.”

Whatever FAA does with Mosaic in early 2025, powered parachutes like those from Powrachute will continue to attract a segment of the pilot population. With particularly easy training and affordable purchase costs, this fun way to fly deserves a closer look

ARTICLE LINKS:

Video interview with owner Galen Geigley was originally recorded in 2021 but has been updated for 2023.

Compress Post ...

Last summer, when EAA AirVenture Oshkosh exploded with news that FAA released Mosaic, nearly all the attention was on increased weight and speed, and capabilities like retractable gear, controllable props, even multiengine or turbine aircraft. Christmas in July, I called it, so plentiful were FAA’s gifts to pilots and industry. While all these items will add capability, they also increase prices. Is that what you want? Let me guess not for most readers. This website thrives on affordable aviation. Features that add substantial cost limit affordability. Mosaic will trigger a bifurcation within the LSA community and it goes something like this: If you like the airplane you have now, you probably will not like the price of a Mosaic LSA. However, if you feel constrained in weight-carrying capacity or speed or if you want multiple engines, then Mosaic may address your wishes. The great news? You can have it both ways.

Expand Post ...

Earthstar’s Thunder Gull Is Soaring Capable and Was a Pioneer in Electric Propulsion

By Dan Johnson || 3 Comments

Continuing our tour of the Top 50 videos from Videoman Dave’s popular YouTube channel, we come to Earthstar Aircraft’s Thundergull. My interview with Mark about his electric project garnered 236,000 views and ranks at #11 among the Top 50 of Dave’s more than 1,500 videos.

This remarkable small aircraft, a single seater until their Odyssey model came out, was ahead of its time. Over a successful run dating back into the 1990s, Thunder Gull evolved into several variations and developer Mark Beierle experimented with various propulsion systems. A gifted designer, Mark pursued development more than production so the total number of ‘Gulls has never become large.

If you are looking to buy, getting a current owner to part with their pride and joy could be challenging. The Earthstar website is functional but does not appear to have been updated in some time.

Thunder Gull owners or pilots may be purists insisting nothing compares to their Gull, yet some interested buyers are aware Titan Aircraft makes a very similar aircraft. The Ohio company remains active, attending airshows and displaying their Tornado line.

Gull 2000

The earliest designs from Mark’s inventive mind were called Thunder Gull. I recall seeing these at airshows in the ’90s being flown as an experienced driver might operate a sports car. Wing span is a mere 20 feet. When you sat in the fully-enclosed cockpit it visually looked like you could open the door and reach out to touch the wingtip. Thunder Gull’s diminutive size made it as sporty and agile on the ground as it is in the air, a rare capability for most airplanes.

Later came Odyssey, a side-by-side, staggered-seating two seater. It only had a 26 foot wingspan. Most light aircraft in the space use 30-36 foot wingspans on aircraft that did not carry any more payload. Consequently, I viewed Thunder Gull’s wing design to be “hard working.”

Later still came Soaring Gull with what looked to be a long wing, 28 feet, still shorter than most other comparable aircraft. This gave Soaring Gull a solid 16:1 glide according to Earthstar, meaning any experienced soaring pilot could easily keep Soaring Gull aloft for a long time with the engine shut down. This fact later lead to electric power, which I’ll touch on below.

More than airplanes, Mark Beierle also designed a clean sheet radial engine that he called “Rad-Cam,” which he is testing in this image.

As you examine this design, you view Mark’s design philosophy. He sought to make the most efficient aircraft he could. One definition of that was a flying machine that uses the least fuel. Mark defined himself as “a minimalist,” and this sentiment is carried throughout his highly-optimized aircraft.

For the then-new millennia, when we successfully avoided the predicted terror of Y2K (remember that?), Mark came out with Gull 2000. You can read my full pilot report from 2003 for lots of detail about the aircraft.

On Soaring Gull’s lean fuselage, these wings look long though they are only 28 feet in span.

As Gull 2000 arrived Mark had gotten married and his strict minimalism lead to improvements in creature comforts. Notably, the Gull 2000 is wider than previous Thunder Gull aircraft.

Here’s how Mark promoted his new creation…

“Prototypes were flown over 5,400 hours. Considerable care has been taken in the design and testing process,” Mark wrote.

Mark often flew long cross country flights to airshows, taking everything he needed to display at the event. Here he’s seen before loading the aircraft.

“The result is a stall and spin resistant aircraft with superior handling qualities both on the ground and in the air. The responsive ailerons provide roll control throughout a stall attempt. The beginning flyer will find an easy to fly, stable, and forgiving aircraft.

“The Thunder Gull 2000 and Odyssey models maintain the responsive and nimble control necessary for the demanding pilot. All of the Earthstar Aircraft models are fun cross-country machines and have been flown from coast-to-coast many times.

“Flight tested to a “G” loading of +5.9 and -3 and are designed to +6 and -4 yield. The ultralight model has been certified to meet the FAA’s FAR-103 requirements. VNE for all models is 120 miles per hour.”

Electric eGull

Mark made an efficient aircraft and one measure of success was to use less fuel. As the new millennia arrived, interest in electric propulsion was growing. Given his goals, Mark quickly adopted the idea and his electric experimentation began. This is the subject of the video highlighted in this article.

While giants like Boeing and Airbus spend billions on electric propulsion concepts, electric airplane development of affordable aircraft is often done on tiny budgets by entrepreneurs like Mark.

This is also a fast-changing field, perhaps explaining why finding an electric-powered Earthstar Gull will be especially difficult. Nonetheless, the efficiency of Mark Beierle’s Gull design combined the high torque of an electric motor with a low airframe weight to make a highly-workable electric propulsion design.

Gene Chase worked with Mark to create this Soaring Gull. With a 28-foot span, the design achieved a 16:1 glide ratio, plenty to do some genuine soaring.

Learn more directly from the designer in the videos below.

Combine Gull 2000’s more user-friendly interior with the design’s great flying qualities and power it with a potent electric motor …you really have something fun!

All specifications and data provided by Earthstar Aircraft, from their website.

ARTICLE LINKS:

Here is the video interview with Mark Beierle about his electric propulsion investigations. It has been viewed 236,000 times. The second video below looks like a duplicate but is a different production.

Just a year ago, Dave updated his coverage of Earthstar and Thundergull. Flying scenes are featured and fans of Videoman Dave Loveman may enjoy hearing his familiar voice asking questions of Mark. Although this image looks the same as the one above, this is a different video.

Compress Post ...

Continuing our tour of the Top 50 videos from Videoman Dave’s popular YouTube channel, we come to Earthstar Aircraft’s Thundergull. My interview with Mark about his electric project garnered 236,000 views and ranks at #11 among the Top 50 of Dave’s more than 1,500 videos. This remarkable small aircraft, a single seater until their Odyssey model came out, was ahead of its time. Over a successful run dating back into the 1990s, Thunder Gull evolved into several variations and developer Mark Beierle experimented with various propulsion systems. A gifted designer, Mark pursued development more than production so the total number of ‘Gulls has never become large. If you are looking to buy, getting a current owner to part with their pride and joy could be challenging. The Earthstar website is functional but does not appear to have been updated in some time. Thunder Gull owners or pilots may be purists insisting nothing compares to their Gull, yet some interested buyers are aware Titan Aircraft makes a very similar aircraft.

Expand Post ...

It’s What!? “It’s an …Ultralight Motorglider Floatplane,” and Many Can Afford It

By Dan Johnson || 13 Comments

In 2021, Merlin Lite lit up cyberspace after I wrote about the new entry’s introduction at Midwest LSA Expo in Mt. Vernon, Illinois. So many tens of thousands of you wanted to read about this intriguing aircraft that I worried the website could crash.

When the prototype Merlin Lite showed at Midwest LSA Expo 2021, tens of thousands of readers quickly devoured info on this Part 103 entry. It was our most-followed airplane of the year.

A few other airplanes have drawn large numbers of readers but Chip Erwin creations seem to do that with regularity. Most companies I write about struggle to come up with something new each year when we greet each other at airshows.

Contrarily, Chip is so bubbling with new ideas and excitement about them that he can barely talk fast enough to get all the words out of his mind. He’s always an exciting interview and a new video below offers another.

Why a…
Ultralight-Motorglider-Floatplane?

Following is what Chip has to say about his new creation. This is not identical to what’s in the video, so you want to read the following plus catch the video to learn more. Then, go to his website Aeromarine-LSA.com where you can read Chip’s cleverly-phrased blog, see many pictures and drawings, plus find more information about his products.

Merlin Lite with the motorglider option exhibits long, slender wings and features highly-effective Fowler flaps. Both can aid floatplane operation.

What appears next gives you the flavor of Chip’s writing style.

“We designed the new long-wing Merlin Lite to meet the FAA motorglider definition. This is huge and not many pilots know what it means for them. A glider pilot needs no medical. Furthermore, unlike general aviation or the LSA class of aircraft, a pilot can fly gliders after losing their medical. And all it takes then is a logbook endorsement to fly a self-launching motor-glider. And that is what the Merlin Lite with the long wing qualifies as.

Chip has a long and illustrious background in float building and flying. Readers should enjoy his fascinating blog about his float history.

“The Merlin Lite is actually a pretty good motor-glider. The 16-1 glide ratio is nothing special in the world of gliders but it does not cost $300k either. The sink rate of around 350 FPM means you can maintain altitude or even climb in mild thermal conditions. With a feathering prop performance will be even better.

“The Merlin Lite is a blast to fly. Anything that can take-off and land in under 150 feet is just plane fun to fly. 600 FPM climb rate works fine. And the power setting for cruise is incredibly low at about 30% power. No need for ANR or even any headset.

“The new and very modern Polini 303DS engine is gaining my trust. It has worked flawlessly. But with the glide ratio of the Merlin Lite and the low landing speed and big tires an off-airport landing is not likely to be an issue. Still, I like to have confidence in my power system and I am beginning to think that this engine is a lot more reliable than our 1980s engines.

“Our new electric power system will be perfect for this aircraft. Our target of one-hour flight endurance is likely to be exceeded and with only a 9 Kwh battery pack. The electric-powered Merlin Lite will really make an excellent motor-glider. No re-start issues.

“Soon we will be flying the Merlin Lite on our 750 straight floats. Expect to see some really nice video of those flights. Flying any seaplane is about the best flying there is. Imagine flying an electric-powered seaplane! Quiet, slow, smooth, perfect at low altitudes.

“For those wanting a bit more speed we will still offer the original wings. That version is also a hoot to fly.

“Part 103 ultralights must meet quite strict weight and speed requirements. 27 mile per hour stall, 63 mile per hour top speed, and 254 pounds empty, or 278 pounds empty with a whole airframe rescue parachute. Of course, every manufacturer of ultralights offers a model that meets those parameters. But no one buys it. Every customer adds some options. Of course, the Merlin Lite complies with Part 103. We have proven it. Just choose your options to meet your flying preferences. Call me for advice. We will make the perfect aircraft custom for you.”

That’s what Chip thinks. What do you think?

How Affordable?

With its special attributes — from qualifying as a Part 103 Ultralight, and therefore, needing no medical certificate, or even a pilot license for that matter …to a floatplane, one that still qualifies as a Part 103 …and as a motorglider with long, slender wings that offer a great glide and slow water operations (easier on the airframe) — you should not expect this is the lowest-cost Part 103 ultralight you could buy. Nonetheless, I consider Merlin Lite floatplane motorglider to be quite a value. Let’s sum it up.

A ready-to-fly Merlin Lite landplane lists for a confirmed price of $34,000 in fall of 2023. By itself, for an all-metal aircraft of these features, that seems an exceptional value.

For the long wings, add $5,000 so now $39,000 RTF. For assembled, painted floats with all installation hardware for Merlin Lite, add $7,600.

Now we’re at $46,600, so even with freight and other delivery expenses you should have a full aircraft as seen in nearby images for less than $50,000. As we head into 2024, I’d call that a bargain for a Part 103 floatplane motorglider.

ARTICLE LINKS:

Now, here’s the fresh video. I hope you enjoy…

For a video about the land version of Merlin Lite,
see the very top of ByDanJohnson.com.

Compress Post ...

In 2021, Merlin Lite lit up cyberspace after I wrote about the new entry’s introduction at Midwest LSA Expo in Mt. Vernon, Illinois. So many tens of thousands of you wanted to read about this intriguing aircraft that I worried the website could crash. A few other airplanes have drawn large numbers of readers but Chip Erwin creations seem to do that with regularity. Most companies I write about struggle to come up with something new each year when we greet each other at airshows. Contrarily, Chip is so bubbling with new ideas and excitement about them that he can barely talk fast enough to get all the words out of his mind. He’s always an exciting interview and a new video below offers another. Why a… Ultralight-Motorglider-Floatplane? Following is what Chip has to say about his new creation. This is not identical to what’s in the video, so you want to read the following plus catch the video to learn more.

Expand Post ...

Composite Whisper Resembles an RV; Offers Quicker Build, Faster Delivery, and Speedy Performance

By Dan Johnson || 7 Comments

As the recreational flying season slows and northern states button down for winter, one Florida LSA supplier is headed further south, much further. As he prepares for the upcoming 2024 season, Deon Lombard is headed to South Africa where he will work with the Whisper factory for three months as manufacturer and importer prepare to launch the product in the USA.

Deon is not the first to go after the Whisper prize in America but he is taking a different approach. Here’s the update on Whisper, which looks remarkably like an RV made out of composite.

As spring arrives, look for Deon and Whisper at Sun ‘n Fun 2024 when the famous Florida event celebrates its 50th anniversary.

With wait times exceeding a year for most fully-built LSA and even for many kits, Whisper looks more interesting with faster delivery predicted plus Mosaic-rule top speeds.

Article Updated 11/13/23 — see area captioned with **

Why “Whisper?”

This is not a battery electric aircraft so why call it Whisper? “Our enterprise started as a hobby, producing the affordable Whisper motorglider kit,” said the South African company. The hobby start evolved into an enterprise that sold 50 kits worldwide, 40 of which are flying. “A few years later, [we] introduced the Whisper X350, an affordable, two-seater, sport aircraft design for cross country trips.” In late 2017, the Whisper X350 Gen II model was developed.

The original Whisper was often quiet, when flying engine off or idled as a motorglider. This image hints at the 52-foot wingspan of the pioneering model.

After Whisper Motorglider was designed by Russell Phillips in 2004, Christiaan van Zyl and his sons purchased the Whisper Gen II design in 2015.

For van Zyl and sons, the focus was the kit-built speedster. Motorgliders are not known for great speed — glide and sink rate performance are more valued by pilots of such aircraft.

Available in tricycle or taildragger, Whisper can hit speed of 175 knots at 75% power.

Contrarily, Whisper X350 Generation II is a creature meant to go fast. The “350” part of the name speaks to a potential top speed of 350 kilometers per hour, which translates to 218 miles an hour or 190 knots.

In actual use, Whisper can hit 175 knots at 75% power the producer noted although most cruising may be done at 155 knots or 55% power where fuel consumption can decrease to only eight gallons an hour, they said.

Examining Whisper

As nearby images show, Whisper is a smooth side-by-side two-seater in tailwheel landing gear. A tricycle gear option (image) is an option for those who prefer tricycle gear.

Whisper’s wing is loaded in a strongback for a 12 G test.

Photographic proof shows a new carbon fiber wing can loaded to 12 Gs positive. However, for regular use Whisper has a design load factor limit of +6 Gs –4 Gs. Despite the short wing’s obvious strength, the manufacturer recommends against aerobatics.

Wide-span, electrically-operated flaps extend deeply to 45 degrees. Wings now in production for the Gen II iteration feature a wet-wing system capable of holding 63 gallons. Flown at the more modest 45-55% power range where Whisper remains very speedy (more than 150 knots), you could fly from the center of America to almost any point in the continental U.S.

Designed for up to 200 horsepower Whisper can perform well on 160-180 horsepower (perhaps making it a kit-builder candidate for Rotax’s new 916iS at 160 horsepower). Like many RVs, Whisper Aircraft currently recommends a Lycoming 180 horsepower engine.

The fuselage, molded in upper and lower sections, is furnished as a fully joined assembly, complete with vertical fin, rather than as two halves requiring gluing together. Working with composites requires different skills than metal or joining tubes together by bolts or welding but can be finished quicker than most RVs are done, claims the factory.

According to Whisper Aircraft, “An X350 kit can be completed in about 500 hours depending on your current skill set.” All structural components and large surfaces are shipped completed. Composite parts have a base coat already sprayed to assure product quality.

“The kit ships with 90%-built wings, horizontal stabilizer, rudder, flaps, ailerons, elevators, and fuselage. Within a short time your aircraft will be ready for motor installations,” said Whisper Aircraft. While the big parts apparently come substantially done, the details of engine installation, wiring and plumbing plus finishing the exterior and interior easily assure Whisper X360 Gen II can quality as a U.S. Experimental Amateur Built aircraft.

Acquiring a Whisper

The first Whisper kit bound for the USA is expected to ship in the first week December 2023 and a second kit by mid-December,” confirmed Deon. “A base airframe kit starts around $52,000,” Deon reported, adding that quick-build kits options can significantly reduce build time while still meeting FAA’s 51% major portion rule. A quick-build kit requires around “half the build time of metal” said Deon.

** Shipping will add about $8,000 per kit in a 20-foot container. If they can bring in multiples, freight cost may go down substantially. Engine, avionics, interior, paint, and any customization will add to the cost but getting a Whisper airborne looks possible for less than $160,000, especially for more capable builders.

As he prepares for his South Africa work effort, Dean reported in fall 2023, “We can offer build assist in Florida or a client can go to South Africa for about two weeks. Using these means, a Whisper can fly in eight months time start to finish.” **

A Whisper nears completion and shows a spacious interior.

The factory is working to fabricate two airframe kits a month by July 2024 and hope to maintain an eight-month delivery lead time. “We expect to quote first deliveries by mid-2024,” Deon clarified.

“We are aiming to have an assembled kit on display for Sun ‘n Fun 2024,” Deon ventured.

“Quick build kit can be completed in half the time as a RV, taking about 500 hours due to carbon fiber, semi-monocoque assembly composed of two primary fuselage components. Sanding and other finish work is minimized by Whispers base coat preparation.

Belgian engine maker UL Power has declared compliance to ASTM standards. Whisper offers this choice.

“We can fit a UL power engine that’s quicker to supply and even lighter than Lycoming powerplants,” Deon said. The engine from Belgium has declared compliance with ASTM consensus standards.

You have various customization options including two control sticks, or a center stick with two handles. Buyers can also choose a ballistic emergency airframe parachute.

ARTICLE LINKS:

Compress Post ...

As the recreational flying season slows and northern states button down for winter, one Florida LSA supplier is headed further south, much further. As he prepares for the upcoming 2024 season, Deon Lombard is headed to South Africa where he will work with the Whisper factory for three months as manufacturer and importer prepare to launch the product in the USA. Deon is not the first to go after the Whisper prize in America but he is taking a different approach. Here’s the update on Whisper, which looks remarkably like an RV made out of composite. As spring arrives, look for Deon and Whisper at Sun ‘n Fun 2024 when the famous Florida event celebrates its 50th anniversary. With wait times exceeding a year for most fully-built LSA and even for many kits, Whisper looks more interesting with faster delivery predicted plus Mosaic-rule top speeds. Article Updated 11/13/23 — see area captioned with ** Why “Whisper?” This is not a battery electric aircraft so why call it Whisper?

Expand Post ...

2023 Is a Wrap! — Aero Showcase at DeLand Airport Colorfully Closes the Airshow Year

By Dan Johnson || 2 Comments

Is a Showcase an airshow? Or is it a trade show? Is this the same as an event once called the DeLand Sport Aviation Showcase?

JMB Aircraft creates some attention-getting paint jobs that will brighten any ramp.

To these questions, you could reply, “Who cares?” This year’s Aero Showcase displayed a worthy selection of handsome airplanes. What more do pilots want? Entry and parking were free. Amenities were good.

Aero Showcase 2023 was like that fantasy where a rich friend with a collection of cool airplanes gets them all out for you to look at and perhaps fly.

Sector-Specific Shows

Interested pilots could and did take demo flights at DeLand 2023 in one of the aircraft for sale. This is a very easy and welcoming airport to such flight activity. Aero Affinity and Aero Showcase partner Doma Andreka took several prospects aloft in his Magnus Fusion 212. This is the lone LSA model that offers aerobatic capability (article), assuming you select the UL Power engine approved for inverted flight.

A trio of LSA seaplanes: Seamax in foreground, Searey to the left, and Aventura on the right. Aero Affinity has serviced all three.

The DeLand ramp, out in front of the city’s new Airport Management Center building, was well stocked with light aircraft in a wide range, albeit focused on LSA and light kit aircraft. All aircraft were either based at DeLand or are partnered in some way with Aero Affinity. In the aviation-active State of Florida, that helped produce a worthwhile flock of airplanes for people to come examine.

Available aircraft varied from vintage Rans and Kitfox two-seat ultralights, an Extra 300, a Tecnam Twin, and a flock of beautiful LSA including Fusion, Aventura, VL3, BushCat, TL Sirius, Aventura, Searey, and Seamax. Visitors even got a close-up look at not one rare BD-5, but two of them, one with the same turbine engine used in the Composite FX Mosquito XET helicopter.

Exhibits and Demonstrations

A pair of Extra aerobatic aircraft put on a pair of displays. One was a large radio-controlled Extra that did a routine no human pilot could survive, I suspect. I’m always impressed with the skill of pilots standing still while their RC aircraft whirls around wildly. When it parked next to a full-size Extra, I found it worthy of a photo.

An RC model Extra poses in front of the real thing. Both gave interesting flight demonstrations at Aero Showcase.

The big Extra went aloft with co-organizer Alex Rolinski flying the SW 51 Mustang. Both pilots are clearly at one with their machine; each flew them impressively. Alex in particular delighted in high-speed low passes that redefined “low.”

All this went on while DeLand steadily transported groups of 10 or more skydivers per load using turbine-powered airplanes. This goes on like clockwork, multiple times per hour, all day long. DeLand is an active recreational airport. It makes for a fun backdrop for Aero Showcase, always presenting something to look at in the sky.

Skydive DeLand is one of the busiest parachuting operations in the world, Indeed, this segment of aviation is so big at DeLand airport that a small industry exists comprised of 40 businesses employing 800 people… all for sky diving.

With his finger always on the DeLand airport pulse, longtime manager John Eiff checks some rain shower cells as Aero Showcase started. They cleared quickly as often happens in Florida.

Airport manager, John Eiff, is a longtime sky diver in addition to being a highly qualified pilot. For a different article, I interviewed John to learn his rather astounding record of achievement. Just some hints — He was one of the first to ever jump a “square” parachute. He has flown rock-and-roll stars in private jets. He has run multiple airport operations. He married Winnie, herself a highly qualified jumper who once ran a drop zone (as sky diving operations are often called). I cannot think of a better airport manager for DeLand. Somehow John keeps on top of everything happening at KDED.

A specialty flight training outfit called Gator Flights Florida was present to tell folks about their tailwheel training and their floatplane rating program on Lake Tohopekaliga (“Lake Toho,” the locals say) near Kissimmee, Florida. Gator Flights is a tailwheel and floatplane flight school operation that can help add those skills without the long wait associated with world-famous (and not far away) Jack Brown Seaplane Base.

A number of flight demonstrations were staged, all while DJ-selected songs played on the ramp. A coffee truck, an ice cream truck, and a very-nearby full-service restaurant made a longer stay easy — as did proper indoor bathrooms in DeLand’s shiny new HQ building.

Aero Affinity partner Alex Rolinski prepares to fly the SW 51. Pilot and aircraft put on an exciting flight demo. The Florida company has been helping European producer with this surprisingly authentic kit.

How Did It Go?

The measurement of many of these events is how many airplanes got bought or ordered. This is a hard number that can tell vendors and pilots alike if the show is worth their visit. I asked co-organizer Doma Andreka for a report.

AeroSport, importer of the BushCat, maintains a significant presence on the DeLand airport. This is their southern operation while theor main headquarters is in northern Illinois, not far from Oshkosh.

“We found eight serious customers looking to buy our products: two JMB Aircraft VL3s, two Magnus Fusion 212s, one Aventura seaplane, one Tecnam, and two pre-owned GA aircraft,” Doma said. “Gator Flights sold five tailwheel endorsement packages and five seaplane rating packages during the show.” Altogether, Doma thought they had attracted “about 1,000 visitors,” resulting in several “nice one-on-one meetings plus numerous demo rides.” Some other attendees believe the visitor count was lower but the sales and demo flight activity are what’s really important to buyers and sellers.

Aero Showcase is not trying to be the event that DeLand Sport Aviation Showcase was. That event, run by industry veteran Jana Filip and sponsored by the City of DeLand, intended to follow the successful 15-year run of the Sebring Sport Aviation Expo (2004-2019). DeLand’s Sport Aviation Showcase ran four years (2015 to 2019) and was off to a fine start but like so many other events in 2020, it was scuttled by the Covid panic. It never returned.

A pair of showcase producers — Organizer Alex Rolinski (R) poses with Jana Filip, who led both DeLand Sport Aviation Showcase and the Sebring Sport Aviation Expo. Her son Seth joined her at Aero Showcase 2023.

DeLand’s Aero Showcase bears some resemblance to the Midwest LSA Expo in Mt. Vernon, Illinois (2008-2023, and planning on its ground-breaking 16th-annual show over September 5-6-7, 2024).

In the new year ahead, I hope you will support efforts like Aero Showcase, Midwest LSA Expo, Sun ‘n Fun‘s Paradise City light plane area and other LSA sector-specific events.

Aero Showcase next year is already scheduled for October 18-19, 2024.

ARTICLE LINKS:

You may not want to afford it but the closer you look at SW51, the better it looks:

Coverage of Europe’s colorful speedster, JMB Aircraft’s VL3:

Learn more about Magnus Fusion’s aerobatic training capability in this video:

Check out Aero Adventure’s Aventura, probably the best value in a LSA seaplane. The video also looks at a Part 103 version:

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Is a Showcase an airshow? Or is it a trade show? Is this the same as an event once called the DeLand Sport Aviation Showcase? To these questions, you could reply, “Who cares?” This year’s Aero Showcase displayed a worthy selection of handsome airplanes. What more do pilots want? Entry and parking were free. Amenities were good. Aero Showcase 2023 was like that fantasy where a rich friend with a collection of cool airplanes gets them all out for you to look at and perhaps fly. Sector-Specific Shows Interested pilots could and did take demo flights at DeLand 2023 in one of the aircraft for sale. This is a very easy and welcoming airport to such flight activity. Aero Affinity and Aero Showcase partner Doma Andreka took several prospects aloft in his Magnus Fusion 212. This is the lone LSA model that offers aerobatic capability (article), assuming you select the UL Power engine approved for inverted flight.

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Dave Loveman: Pilot, Videographer, Engine Expert, and Aviation Leader… One Unique Individual

By Dan Johnson || 14 Comments

As you can surely tell by all the images, and by the lead picture, this story is only about airplanes in the sense that it covers one of the most productive people in light aviation. I refer to my longtime associate, Videoman Dave, as I enjoyed calling him.

At the end of October 2023, his daughter Nicole emailed me to say that Dave passed peacefully in his sleep following a two-year battle with plasma cell leukemia, a very rare form of cancer with limited treatment options. Many of you have asked about him at airshows this year and I reported what I knew. Dave was not one to complain about his situation so when we spoke, we mostly kept our conversation on airplanes.

In a newer rig and standing in position where I often rode along with Dave is Chris Collins of the Midwest LSA Expo. Dave fabricated the “Dan trailer.”

Nonetheless, the facts became increasingly obvious. All you had to do was check his YouTube channel. At the end, more than 11 months passed since his last entry. Earlier, I had never known him to go more than a week without posting, year after year after year.

A Champion of
Affordable Aviation

Dave was a consistent and unrelenting champion of light aviation and recreational flying. He was as energetic and highly motivated as anyone I ever met in this business. Indeed, when we worked at shows, the pace was furious. In a week at Oshkosh or Sun ‘n Fun we would shoot 30 or 40 videos. You can think about that effort on-site, but what you don’t know is that Dave would return to Canada and spend weeks on end making our interviews and raw footage into finished videos that pilots loved.

Among Dave’s many accomplishments was creating and manufacturing the L’il Buzzard. One marvels that he found time to do all this. (Click the image to go to his YouTube channel, where you can explore all his work.)

Dave’s video channel contains more than 1,500 videos that have been viewed tens of millions of times. Personally, I worked with Dave on around 1,000 videos, interviewing virtually everyone in the light aircraft business, many of them multiple times. Dave was indefatigable. Before I would arrive at the show, he had already been busy shooting static shots and compiling aircraft we should go around and evaluate. All I had to do was hang tightly on the back of his powered scooter while he whizzed us around airshows using a special little trailer system he had fabricated to haul me around along with his camera gear.

Friendly Curmudgeon

The thousands who met Dave came to know him as extremely knowledgeable, but he loved to put on a kind of curmudgeon act. He could sound like a rough-and-tumble character until you saw him around somebody’s grandchild. Young sons and daughters warmed up to Dave quickly and he became a big ole teddy bear, an ocean apart from his rough-hewn side.

While he didn’t like having his picture taken, Dave was always happy to give a ride to someone in need.

When Dave would push someone to allow us to shoot video or some other action, people would ocassionally give him a WTF look. I usually laughed and said, “Do you think it’s hard to put up with him for 15 minutes? Think about how I feel after a week of 10-hour days!” Dave would look at me and scowl, but that was just the curmudgeon showing. He loved to interact with people and once you got to know him, you knew he was as genuine as anyone could possibly be.

Dave goes aloft with AirCam creator Phil Lockwood to catch some aerial photos for his video productions.

“Flying was his life and passion and what he lived for,” expressed Dave’s daughter, Nicole. “I believe he first started flying in the year I was born, around 1977.

Nicole knew how people reacted to Dave. “You could love him or hate him. He was the strongest, most stubborn man I have ever met and he was a great role model and teacher. I was so proud to call him Dad.”

Story Telling…
“Dave the Expert”

One of my favorite stories about Dave occurred when we were video recording in Germany at the Aero Friedrichshafen airshow. We visited the Rotax booth where they had a semi-circular ring of all of their aircraft engines. Dave thought it would be an educational idea to have Rotax Aircraft Engines Manager, Marc Becker, give us a few words about each engine. Then, we’d pause briefly, move to the next engine, repeat, and so on, covering the entire Rotax line.

Dave seemed amazed when a couple fellows insisted on taking photos with him at Aero Friedrichshafen in Germany. He developed a worldwide following. Many recognized his voice because in the early days he asked questions from behind the camera.

We began with a vintage 912 engine. After Marc made a few remarks Dave stopped him, saying, “That’s not right.” It doesn’t matter what the fact was. Marc was a little taken aback, he being the official factory spokesman after all. He didn’t know what he was up against. Dave probably knew more about Rotax engines than anyone, even inside Rotax.

Dave was insistent about the factoid, so Marc paused and said, “Let me go ask one of the engineers.” He disappeared for a few moments and reemerged to take his place by the engine once again. Before we restarted recording, Marc said, “You were right, Dave.”

Dave’s equipment changed at almost every show. He always sought better production quality and enjoyed using the latest gear.

We moved onto the next engine, where exactly the same thing happened. Marc talked. Dave stopped him, again correcting a point. Marc wondered but this time went quickly to ask another engineer. He came back out and again repeated, “You were right about that, too, Dave.”

We moved to the third engine and it happened once again. Yet this time, Marc merely asked, “What should I be saying here, Dave?” He had learned like so many others. When it came to Rotax engines, few knew them better than Dave. We all laughed about this and the effort made yet another of Dave’s popular videos.

A Man for All Airplanes

The Rotax story is one of many. A version of the above interaction happened at stop after stop after stop. Dave was incredibly knowledgeable about aircraft and engines in the affordable aviation space. Expert after expert came to realize that Dave knew what he was talking about. The man was a walking encyclopedia of all things in light aircraft.

Amy Mednick (then Saunders) posed with Dave and Dan in front of an Evolution Trikes Revo at the Copperstate event in Arizona.

Together we made quite a team. I would hazard a guess that we’ve flown 600-700 different airplane models between us, a record I don’t think any other video team can match.

It may be a very long time before another Dave Loveman comes along, however, the resources that he assembled over a lengthy, productive career have benefited the light aircraft industry and those gains will be with us for all time.

“I never remember a time when he did not have his Tilley hat on,” remembered Nicole, “as he prepared to work on his videos from an airshow or a Rotax engine rebuild.”

Rest in peace, Videoman Dave. He will be missed but for as long as YouTube videos last, he will not be forgotten. He leaves an amazing body of work.

Here’s my tip of the Tilley hat we both wore. Tail winds, old friend!

Dave is survived by his wife Debra, whom Dave met when she was 17 going through nursing school; they remained together until his death. They have two children, Nicole Loveman (Peter Malloy) and David Loveman (Alison Loveman). As Nicole described, “Dave had four grand children that he loved more than anything in this world” — Paige Malloy and Paityn Malloy (Nicole & Peter), plus Dylan Loveman and Devyn Loveman (David and Alison)

Compress Post ...

As you can surely tell by all the images, and by the lead picture, this story is only about airplanes in the sense that it covers one of the most productive people in light aviation. I refer to my longtime associate, Videoman Dave, as I enjoyed calling him. At the end of October 2023, his daughter Nicole emailed me to say that Dave passed peacefully in his sleep following a two-year battle with plasma cell leukemia, a very rare form of cancer with limited treatment options. Many of you have asked about him at airshows this year and I reported what I knew. Dave was not one to complain about his situation so when we spoke, we mostly kept our conversation on airplanes. Nonetheless, the facts became increasingly obvious. All you had to do was check his YouTube channel. At the end, more than 11 months passed since his last entry.

Expand Post ...

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