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Another Roadable Aircraft Project!

By James Lawrence || Leave a Comment

BiPod lifts off (sans props) for initial test flights.  All images courtesy Aviation Week & Space Technology

The Scaled Composites crew. Burt Rutan is seen 4th from left

Okay, so no way this is ever going to be a Light Sport aircraft, but this is just too much fun and I had to pass it along. *** Famed aircraft designer Burt Rutan has been at it again, this time with his eclectic take on a flying car that began life as an electric-powered flying testbed.   *** Aviation Week’s online blog (also picked up by Wired magazine) shared information released exclusively to it by Rutan’s Scaled Composites company known in recent years for many fantastic projects including Spaceship One and White Knight.   *** Called BiPod, the flying car became a crash program, completed in just four months and already in test flight mode. Rutan himself retired in April of this year. *** Model 367 BiPod is characteristically, wonderfully unconventional as have been all of Rutan’s many designs. *** The two-seat, hybrid-electric “roadable” aircraft (mini-rant: I sure hope that term doesn’t replace flying car, which flows off the tongue much more agreeably, don’t you think?), originally conceived as a fast, inexpensive electric aircraft, morphed into a flying car. The program was hurried along, says Aviation Week, to allow Rutan to shepherd it through to completion before he hung up his cad cam computer’s mouse. He was in the shop cutting, fabricating and sanding many nights long after the rest of the team went home. *** First “flight” was last March 30. The unusual-looking carplane has made several short hops at Scaled’s Mojave, California airport location.   *** And the hops were just that: speed, built up from battery-powered driving wheels, was translated into short glides above the runway. Fun stuff! *** The fully operational BiPod will carry two 450cc gas engines, one per fuselage, which will drive generators feeding an electric power system. In land mode, the system will drive motors in the driving wheels at the aft location of each fuselage pod. The forward wheels are steerable. *** During flight, the power grid will drive four 15kW motor-driven props: one on each nose, two on the horizontal stabilizer. *** Good old Burt: you can never count out his sheer design originality. *** Lithium batteries fill the nose of both pods. They are inflight-rechargeable and will augment takeoff power from the two engines.   *** Think of the advantages for driving with disagreeable companions (mothers-in-law?) too. They can ride in the right hand pod, leaving the driver in the left pod, in blissful silence. *** Interestingly, only the throttle is common to both…cockpits? Car interiors? Carpits? Your choice: driving is exclusively from the left pod, and flying is done from the right. Hmmm…that means mischief could still be done from the other pod by a cranky passenger. *** Span is almost 32 feet. Wings detach for driving. Cruise speed in flight: 200mph with max range of 750 miles at 100 mph. *** Driving, BiPod can go at freeway speeds for 820 miles on a tank of gas or 35 miles on batteries alone. *** It’ll be fascinating to watch what happens with this project. It’s a bit challenging to imagine this project ever coming to the market. Taking a road trip with the fam separated into two compartments seems strange…although anyone with surly teenagers (or those poor, traditionally maligned mothers-in-law) will easily see some potential benefits.

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Okay, so no way this is ever going to be a Light Sport aircraft, but this is just too much fun and I had to pass it along. *** Famed aircraft designer Burt Rutan has been at it again, this time with his eclectic take on a flying car that began life as an electric-powered flying testbed.   *** Aviation Week’s online blog (also picked up by Wired magazine) shared information released exclusively to it by Rutan’s Scaled Composites company known in recent years for many fantastic projects including Spaceship One and White Knight.   *** Called BiPod, the flying car became a crash program, completed in just four months and already in test flight mode. Rutan himself retired in April of this year. *** Model 367 BiPod is characteristically, wonderfully unconventional as have been all of Rutan’s many designs. *** The two-seat, hybrid-electric “roadable” aircraft (mini-rant: I sure hope that term doesn’t replace flying car, which flows off the tongue much more agreeably, don’t you think?), originally conceived as a fast, inexpensive electric aircraft, morphed into a flying car.

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eWow! Blockbuster Electric Flight

By James Lawrence || Leave a Comment

The eGenius electric motor — 60kW (80.5 hp equivalent)

A crack team of aeronautical whizbrains in the Institute of Aircraft Design at the University of Stuttgart, Germany has just passed its second important milestone in less than two months: its electric aircraft eGenius just flew more than two hours at more than 100 mph. *** Not by coincidence, that’s exactly the kind of performance that will be required to take $1.3 million top prize in the recently postponed (until September 25) CAFE Green Flight Challenge.  *** The GFC will award the prize money to the aircraft that can fly 200 miles at greater than 100 mph on the equivalent of one gallon of gas per occupant. The per occupant proviso is significant…and EGenius carries two people, so it can use enough batteries to store two gallons worth of energy.  *** That’s a lot of batteries given the current relative inefficiency of energy storage of batts vs. gas, but it appears that hurdle has been overcome, and rather handily, since there was apparently several minutes of charge left after the record-breaking flight.The eGenius, funded by Airbus, is an electric motorglider, with the requisite high-aspect wing (55 feet). It’s powered by a 60 kW (80.5 hp) motor, installed in the tail to drive a larger, more efficient prop. The battery pack can stow 56 kWh of energy. *** Flight profile included a climb to 4000 feet and an out-and-back between two nearby towns. Total distance was 211 miles, a world record for electric flight. *** This on the heels of its maiden flight in May. *** If the other entries (12 at last count) in September’s GFC big-money event aren’t shaking in their boots yet…they oughta be. It’s a stunning development and augurs well for advancing the technology by at least one leap and bound…the point of the contest in the first place. *** Let me say it again: Wow!

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A crack team of aeronautical whizbrains in the Institute of Aircraft Design at the University of Stuttgart, Germany has just passed its second important milestone in less than two months: its electric aircraft eGenius just flew more than two hours at more than 100 mph. *** Not by coincidence, that’s exactly the kind of performance that will be required to take $1.3 million top prize in the recently postponed (until September 25) CAFE Green Flight Challenge.  *** The GFC will award the prize money to the aircraft that can fly 200 miles at greater than 100 mph on the equivalent of one gallon of gas per occupant. The per occupant proviso is significant…and EGenius carries two people, so it can use enough batteries to store two gallons worth of energy.  *** That’s a lot of batteries given the current relative inefficiency of energy storage of batts vs.

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Horses of a Different Color

By James Lawrence || Leave a Comment

 I’ve written about the topic of high-hour pilots and the need for transitioning them into LSA a fair amount now.  *** I’ve also heard about it from and talked to a lot of people about it.  Avemco Insurance, before they took a hiatus from writing new LSA policies a couple months back, wrote a minimum of 5 hours mandatory transition training into their premium contracts with pilots, stipulating, basically, this: “We don’t care if you be Sully Sullenburger or Wiley Post incarnate. If you want us to insure you in your new LSA, you will get five hours flight training in it.” *** Stumbling around the net the other day, I found this excellent piece written by Ed Downs for In Flight USA, in which he lays out the need, in particular, for veteran pilots to check the uber-confidence at the hangar door and give LSA full respect as unique aircraft with distinct behaviors. *** Definitely worth reading if you’re at all of the LSA = “little airplanes” persuasion.

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 I’ve written about the topic of high-hour pilots and the need for transitioning them into LSA a fair amount now.  *** I’ve also heard about it from and talked to a lot of people about it.  Avemco Insurance, before they took a hiatus from writing new LSA policies a couple months back, wrote a minimum of 5 hours mandatory transition training into their premium contracts with pilots, stipulating, basically, this: “We don’t care if you be Sully Sullenburger or Wiley Post incarnate. If you want us to insure you in your new LSA, you will get five hours flight training in it.” *** Stumbling around the net the other day, I found this excellent piece written by Ed Downs for In Flight USA, in which he lays out the need, in particular, for veteran pilots to check the uber-confidence at the hangar door and give LSA full respect as unique aircraft with distinct behaviors.

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Allegro Keeps on Training… 3,500 Hours Logged!

By Dan Johnson || Leave a Comment

Allegro is now built in the USA. photo courtesy LSA America

Lightly built, Allegro has proven it can perform the tough duty of training. photo courtesy LSA America

Allegro comes in for landing with a student at the controls. photo courtesy LSA America

LSA America now produces the Allegro in Littleton, North Carolina and anticipates their first U.S.-produced LSA approval before Oshkosh 2011. Despite Czech-based Fantasy Air’s ceasing manufacturing several years ago, Allegro did well enough in the first couple years to still retain the #14 rank. *** Exciting as this now-Made-in-the-USA story may be, this article has a different focus. I want to tell you about an older Allegro, one that has logged more than 3,500 hours, nearly all of them doing training. *** With a few other long-serving LSA that I’ve been told about, this addresses the matter about Light-Sports being durably built to perform instructional flying over an extended period. Some pilots believe lightly built LSA cannot handle the duress of students learning to fly. *** Allegro (N50631) appears to disprove the argument that LSA aren’t tough enough. New factory operator Doug Hempstead stated, “The composite fuselage has proven itself in a flight school setting and aluminum wings make [Allegro] affordable to repair.” He continued, “[Our trainer] is an Allegro 2000, the design built from 2000 to 2006.” It was put in service at B Bar D Aviation Flight School with 200 hours. Doug said, “We now have over 3,500 hours total time and are barely 500 hours from our second engine overhaul.” *** While doing some of the hardest duty in aviation he reports this particular trainer has experienced but a handful of maintenance cancellations. “We recorded only two weeks of down time in six years,” stated Hempstead. “One hundred hour inspections take about eight hours and are often done overnight to avoid flight training disruptions.” *** “We are logging about 90 hours a month on this aircraft and total figures for 2010 were 1,085 hours,” boasted Doug. “Our peak month logged 145 hours.” During 2010, the flight school soloed 20 people; of those 17 now have either their Sport or Private Pilot Certificates. Another student went on to earn his Sport CFI and now works for Doug and Betty Hempstead. “From our first solo in October 2005 we have soloed 84 students 11 of which now own Allegros,” Doug noted. “Another 44 people have gotten their BFRs and became current again. Each of these people had lapsed flying from 2 to 15 years.” *** All this yet Allegro is one of the lightest LSA. With a max takeoff weight of 1,320 pounds, empty weight is just 622 pounds on average, yielding a max useful load of 698 pounds. Since Allegro holds 17 gallons (102 pounds), payload is an impressive 596 pounds. A few other specs: stall with flaps extended 40 mph; cruise at 75% 120 mph; climb 1,000 fpm; glide 12:1. Come see the Allegro at the LSA Mall at Oshkosh 2011 or check LSA America’s display in the ultralight area, space 933.

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LSA America now produces the Allegro in Littleton, North Carolina and anticipates their first U.S.-produced LSA approval before Oshkosh 2011. Despite Czech-based Fantasy Air’s ceasing manufacturing several years ago, Allegro did well enough in the first couple years to still retain the #14 rank. *** Exciting as this now-Made-in-the-USA story may be, this article has a different focus. I want to tell you about an older Allegro, one that has logged more than 3,500 hours, nearly all of them doing training. *** With a few other long-serving LSA that I’ve been told about, this addresses the matter about Light-Sports being durably built to perform instructional flying over an extended period. Some pilots believe lightly built LSA cannot handle the duress of students learning to fly. *** Allegro (N50631) appears to disprove the argument that LSA aren’t tough enough. New factory operator Doug Hempstead stated, “The composite fuselage has proven itself in a flight school setting and aluminum wings make [Allegro] affordable to repair.” He continued, “[Our trainer] is an Allegro 2000, the design built from 2000 to 2006.” It was put in service at B Bar D Aviation Flight School with 200 hours.

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Evektor Harmony LSA Becomes SLSA #119

By Dan Johnson || Leave a Comment

Evektor’s new Harmony SLSA will make a first U.S. appearance at AirVenture 2011. photo courtesy Evektor/Dreams Come True

Evektor has tapered the wings from the Sportstar’s “Hershey Bar” shape, easily seen in this view. photo courtesy Evektor/Dreams Come True

Harmony is now SLSA #119. photo courtesy Evektor/Dreams Come True

Evektor will always be First… that is, the Czech company gained the very first Special Light-Sport Aircraft approval back in April 2005 and no one can ever take that first-in-class title away from them. Now they are also the newest approval, before AirVenture 2011 anyway. Congratulations to Evektor Aerotechnik and their U.S. representatives including Steve Minnich’s Dreams Come True operation in Dayton, Ohio. *** “I got a call right at lunch time that the Evektor Harmony LSA, N905EH, just received her airworthiness certificate,” Steve wrote on July 13th. How is Harmony different than the SportStar series (SE, Plus, Max, Max IFR)? Steve helped out with an informative summary. *** “The wing and tail surfaces are tapered and the wings and horizontal stabilizer have greater span so the wing area is actually the same. Both rudder and ailerons are larger giving a higher crosswind capability and the rudder pedal linkages exit through the floor rather than penetrating the firewall. Even the firewall is extended 100 mm (approx. 4 inches) so the rudders not only adjust in three positions, but now may be mounted in 3 locations. This new flexibility gives tall pilots an option to move the whole rudder assembly forward, or move it aft if shorter folks are going to be flying regularly. The wheel pants (which Europeans sometimes call ‘spats’), and gear leg fairings have been redesigned and are closer fitting and more aerodynamic. There are other refinements that are important, though less obvious. The rudder/brake pedals truly are aviation style components.” *** Steve continued, “The canopy latch has been changed to a double latch similar to an automotive style providing both a latched and a locked position. The fuel bypass now returns to both tanks not just the left and those tanks now hold 31 gallons. The nose gear has been redesigned and the steering, still directly linked, has been changed so the sensitivity is ground adjustable. Finally, an optional air handling unit is now available for positive air circulation while on the ground.” *** The wing and empennage treatment may seem subtle at first but on closer examination, the Harmony enjoys more refined lines. Evektor has constantly been improving this benchmark aircraft and this 2011 model takes that to the limit. Come see the new Harmony at AirVenture 2011 in space 441, just east of the new FAA control tower. See you there!

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Evektor will always be First… that is, the Czech company gained the very first Special Light-Sport Aircraft approval back in April 2005 and no one can ever take that first-in-class title away from them. Now they are also the newest approval, before AirVenture 2011 anyway. Congratulations to Evektor Aerotechnik and their U.S. representatives including Steve Minnich’s Dreams Come True operation in Dayton, Ohio. *** “I got a call right at lunch time that the Evektor Harmony LSA, N905EH, just received her airworthiness certificate,” Steve wrote on July 13th. How is Harmony different than the SportStar series (SE, Plus, Max, Max IFR)? Steve helped out with an informative summary. *** “The wing and tail surfaces are tapered and the wings and horizontal stabilizer have greater span so the wing area is actually the same. Both rudder and ailerons are larger giving a higher crosswind capability and the rudder pedal linkages exit through the floor rather than penetrating the firewall.

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EASA Finally Releases Cert. Spec. for LSA

By Dan Johnson || 2 Comments

EASA (European Aviation Safety Agency) is roughly equivalent to FAA for the European Union.

Arion’s all-American Lightning could be a candidate for export to Europe, if they choose to afford the cost of EASA’s inspectors.

Rans has three SLSA models it could sell in Europe but sales may not justify the expense.

Try not to yawn. This is important. To see why, read “What does this mean…” below. *** EASA, roughly the equivalent of FAA for the European Union, finally released its CS-LSA, or Certification Specification for Light-Sport Aircraft. While not exactly what the industry hoped for, it at least represents acceptance of the ASTM certification standards. That reduces uncertainty for LSA producers in the European theater. For American producers hoping to sell across the Atlantic, CS-LSA presents an expensive choice. With the dollar low and the euro high, Made-in-the-USA aircraft could enjoy a price advantage if they could sell into Europe. *** If you’re an LSA manufacturer who must read this stuff, here’s the link to EASA’s “decision” and other documents. I plowed through this dense material but I also asked my counterpart in LAMA Europe to give me his view. *** Jan Fridrich is already known to you as the man who laboriously studies FAA’s LSA database to produce the figures I use to create our LSA market share reports. Jan said, “This is definitively a positive step from EASA, as they have practically accepted ASTM standards.” *** Jan explained further, “This is not a self-declarative system, however. It is merely another airworthiness code, which a manufacturer can choose in lieu of full EASA Type Certification.” Any manufacturer hoping to produce more than a prototype airplane must achieve Design Organization Approval (DOA) and Production Organization Approval (POA). Gaining those approvals can run tens to hundreds of thousands of dollars. *** Unlike FAA, which provides oversight with taxpayer dollars, EASA assesses Fees & Charges that are paid by the companies being reviewed. I have examined the fee chart and can confirm costs could add up to many thousands to win approval plus annual fees. |||| What does this mean to American LSA buyers? Assuming no improvement, this could go two ways. A larger company might pay EASA’s fees & charges and then factor some portion of those costs into the price they charge for their LSA. Or, smaller companies may simply say they cannot afford EASA’s bill and cease LSA production. Light-Sport Aircraft that are subject to EASA rules will experience upward price pressure. So either LSA meeting EASA rules get more expensive Or, your choices of LSA get narrower. *** Some observers might believe this could actually help American producers compete because two-thirds of our 118 SLSA presently come from Europe. Indeed, manufacturers selling to the USA that are based outside EASA jurisdiction might gain some price advantage. *** Because EASA charges nearly $300 per hour per man for a minimum of two inspectors, including every hour of their travel time (according to the Fees & Charges chart), a U.S. company wishing to sell LSA in Europe must spend a large sum of money gaining full approval… subject to wide variation depending on a company’s prior experience and preparation. LAMA Europe will continue its work to push for something closer to the U.S. self-declarative system but meanwhile, at least ASTM standards acceptance continues its global growth.

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Try not to yawn. This is important. To see why, read “What does this mean…” below. *** EASA, roughly the equivalent of FAA for the European Union, finally released its CS-LSA, or Certification Specification for Light-Sport Aircraft. While not exactly what the industry hoped for, it at least represents acceptance of the ASTM certification standards. That reduces uncertainty for LSA producers in the European theater. For American producers hoping to sell across the Atlantic, CS-LSA presents an expensive choice. With the dollar low and the euro high, Made-in-the-USA aircraft could enjoy a price advantage if they could sell into Europe. *** If you’re an LSA manufacturer who must read this stuff, here’s the link to EASA’s “decision” and other documents. I plowed through this dense material but I also asked my counterpart in LAMA Europe to give me his view. *** Jan Fridrich is already known to you as the man who laboriously studies FAA’s LSA database to produce the figures I use to create our LSA market share reports.

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3% Today. 30% in Years? 100% in Decades?

By Dan Johnson || Leave a Comment

Mogas is arriving at more airports with better pricing and better engine results. LSA owners love this stuff.

California’s Clear Gas benefits pilots (of some 70-80% of all aircraft)…

…but boat enthusiasts can also use the fuel, which can sometimes be bought at airports exposing them to recreational aviation.

After a prolonged absence, mogas is returning to airports thanks to steady efforts by a consortium lead by Dean Billing and Kent Misegades. The numbers appear small today, even if they function to help you find cheaper and cleaner mogas as an alternative to 100LL. About 3% of airports presently offer mogas. But these numbers will go only one direction assuming recent fuel trends continue. While all fuel is getting more expensive, mogas remains much less costly than avgas. Since Rotax, Jabiru, and Lycoming accommodate automobile fuel blends now, since 100LL has a questionable future, and since the price of 100LL has always been substantially more than mogas, how cannot we expect mogas at airports to increase? *** The folks at Fly Unleaded have a growing list of airports offering the auto go-juice. The list is maintained by GAFuels co-author Dean Billing. While the number offering 100LL slowly drops, the mogas suppliers continues to grow. The converts just keep on coming. *** Writes Kent Misegades, “New England pilots have another reason to be happy this summer. Coming on the heels of news from earlier this month regarding the Sanford Regional Airport, we just learned that Dexter Regional Airport (1B0) in Dexter Maine, now offers 91 octane, ethanol-free, lead-free autogas for sale.” *** “The airport’s manager, Roger Nelson, described the new service, ‘We recently installed a dual-fuel self-service system consisting of two 5,200 gallon tanks for Avgas and Autogas. All but two of the aircraft based on the airfield use autogas, since it is what our pilots prefer. All of our hangars are now filled, we have a waiting list, and are planning to build more hangars.'” *** “Roger also stated that the airport will sell ethanol-free autogas to anyone, and has already made significant sales to boaters and landscaping companies for their for lawn equipment. ‘We had one person describe the $600 expense he had for repairs to his boat’s motor as a result of ethanol in gasoline’ noted Nelson. ‘Boaters in our area are happy to find a source of ethanol-free fuel at our airport, and we are seeing many new airplanes stopping in for a top-off.'” *** Even more recently, a grassroots effort started by recreational pilots in California’s Central Valley and supported by the free Aviation Fuel Club, Clear Gas is now ready to supply airports in that state with lead-free, ethanol-free premium autogas, an FAA-approved aviation fuel since 1982.

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After a prolonged absence, mogas is returning to airports thanks to steady efforts by a consortium lead by Dean Billing and Kent Misegades. The numbers appear small today, even if they function to help you find cheaper and cleaner mogas as an alternative to 100LL. About 3% of airports presently offer mogas. But these numbers will go only one direction assuming recent fuel trends continue. While all fuel is getting more expensive, mogas remains much less costly than avgas. Since Rotax, Jabiru, and Lycoming accommodate automobile fuel blends now, since 100LL has a questionable future, and since the price of 100LL has always been substantially more than mogas, how cannot we expect mogas at airports to increase? *** The folks at Fly Unleaded have a growing list of airports offering the auto go-juice. The list is maintained by GAFuels co-author Dean Billing. While the number offering 100LL slowly drops, the mogas suppliers continues to grow.

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Fixed wing or Flexwing; Take Your Pick

By Dan Johnson || Leave a Comment

I am only aware of one company* in the USA that offers you a choice of a conventional three-axis fixed wing or a weight-shift control (WSC) flexwing. Why do this? Simple. Not all pilots want the same kind of aircraft and some of us like both kinds of flying.

It happens that the boys from Zephyr Hills airport have two interesting machines and you ought to know about them. “Boys” in this case refers to Abid Farooqui, Larry Mednick, and Phil Mednick; the latter are a son and father combo. Abid and Larry are trike guys while Phil is the fixed wing fellow and they display not only expertise, but as the impressive Revo development shows, they bring genuine creativity to the aircraft. This trio of talent operates several businesses, including a flight school.

One company, Apollo Aircraft, offers the Columbian-designed Ibis Magic as well as the Apollo LSA (formerly Apollo Fox). This Florida company started by representing — indeed takes its name from — the Hungarian trike and fixed wing producer by that name; their representation of the European manufacturer started Tampa Bay Aerosports in the sales business. Along the way, Apollo Aircraft got more involved with aiding the manufacturer, an action they now apply to the Ibis Magic as they push the all-metal high wing through ASTM certification.

Another company, Evolution Trikes, offers the Revo, the latter being THE most stunning example of a weight shift among the many I’ve flown; and I don’t say that lightly as some other WSC machines are superb. Many attributes of the Revo are surprising, such as this open-air cockpit providing cabin heat… and it works! The highly engineered Revo carriage (gear, cockpit, engine… that attaches to the wing) is closer to a Honda Goldwing touring motorcycle than the basic weight-shift trikes of the 1990s.

Evolution designed the rig and has components built in the USA by contractors near their home base. Formerly, Evolution worked with Powrachute, but they’ve since shifted to local resources to enhance quality control.

The Tampa Bay Aerosports operation offers trike instruction and handles maintenance plus customer support at Zephyr Hills Airport, located to the northeast of the Florida metropolis on the Gulf of Mexico. As proof of their effort, “Revo won the Grand Champion Light Sport Aircraft at the 2011 Sun ‘n Fun airshow,” boasted Larry. Now adding the Ibis fixed wing, this Florida enterprise can supply what American pilots may seek, and at prices most can afford.

* Though you probably didn’t realize, Pipistrel — maker of sleek machines like Virus, Sinus, and Taurus fame — also makes a weight shift design.

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I am only aware of one company* in the USA that offers you a choice of a conventional three-axis fixed wing or a weight-shift control (WSC) flexwing. Why do this? Simple. Not all pilots want the same kind of aircraft and some of us like both kinds of flying. It happens that the boys from Zephyr Hills airport have two interesting machines and you ought to know about them. “Boys” in this case refers to Abid Farooqui, Larry Mednick, and Phil Mednick; the latter are a son and father combo. Abid and Larry are trike guys while Phil is the fixed wing fellow and they display not only expertise, but as the impressive Revo development shows, they bring genuine creativity to the aircraft. This trio of talent operates several businesses, including a flight school. One company, Apollo Aircraft, offers the Columbian-designed Ibis Magic as well as the Apollo LSA (formerly Apollo Fox).

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Of Amphibs and Aircars

By James Lawrence || Leave a Comment

A5 flight testing continues.  photo courtesy ICON Aircraft

Concept of revised Transition design.  photo courtesy Terrafugia

Finding the middle road between air and ground regulations.   photo courtesy Terrafugia

Two of the best-promoted and most interesting LSA projects – and two of the most delayed getting to market – are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged  $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some “undisclosed” Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more. *** Meanwhile, regarding the flying car… er, “roadable aircraft,” the always press-visible Terrafugia recently got a nod from the National Highway Traffic Safety Administration when it granted the company’s application for a temporary exemption for its Transition flying car (or driving airplane… oh, heck, it’s just easier to say flying car).The exemption relaxes four federal vehicle safety standards requirements for the Transition, acknowledging that complying with the standards at this point in the ever-more-costly aircar would impose a condition of substantial economic hardship on the company and also grant more time to find safe alternatives to current automotive safety standards. *** Nonetheless, these are temporary exemptions. And Terrafugia had asked for a longer time period for two of the four exemptions. *** The company cited its 500 potential jobs by 2015 as partial justification for requesting the exemptions, and the agency took that into consideration as well as the overall occupant safety factor. One selling point was Terrafugia’s contention that the Transition increases pilot safety, since it can land at any airport in worsening VFR conditions and continue to the destination by road. Boy, those folks know how to articulate every possible benefit out of their concept. *** The point here would seem to be that the Transition would reduce potential VFR-into-IMC accidents because pilots wouldn’t be tempted to continue flights in bad weather in deterioriating weather. Of course, that’s only common sense for non-IFR pilots, a legal requirement as well, but as we all know, pilots get in trouble this way all the time, with occasional disastrous results. *** Exemption periods of one or three years included tire and rim selection requirements, glazing materials (windows and windscreen), occupant crash protection (advanced — and heavy — air bags) and electronic stability control systems. One can appreciate the difficulty of having to comply with not only aircraft but also automobile regulations, each set of which is tough enough to meet for one-medium vehicles. *** One teaching point for those inclined to scoff at the need to “bend” the rules: the glazing exemption deals with the potential safety hazard that traditional laminated car safety glass presents to pilots when shattered… it can cobweb something fierce. Imagine you get a bird strike front and center on final approach and can’t see forward. You could pull a Lindbergh and look out the side window, but you get the point. *** Significant weight penalty from auto glass is another consideration, so the exemption allows for time to develop polycarbonate materials with comparable protection for the occupants, at less weight, while still resisting shattering or crazing. *** The many design and regulatory challenges have again postponed flight testing of the 2nd, redesigned Transition prototype (the first, which flew briefly, had a canard), until at least March of 2012.

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Two of the best-promoted and most interesting LSA projects – and two of the most delayed getting to market – are back in the news. Icon Aircraft, a startup company created to produce the sexy composite A5 amphibian, just snagged  $25 million in funding to help complete remaining design issues, tool up for production and begin cranking out airplanes. *** The company reports around 500 A5 orders on the books, at $139,000 per. A few months of flight testing remain to be completed, along with a new wing (reportedly for better spin resistance and directional stability), which means the production target date has been pushed back again, this time to the last quarter of 2012. *** Reported among the new crop of investors are Eric Schmidt of Google, Satyen Patel, formerly of Nike and Phil Condit, former CEO of Boeing, and some “undisclosed” Silicon Valley entrepreneurs. The initial infusion of greenbacks will be $15 million, with an option for $10 million more.

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The Range of LSA is Wide as the USA

By Dan Johnson || Leave a Comment

Plenty of folks think LSA are mainly carbon fiber speedsters with autopilots and huge computer screen instrumentation. No doubt, we have some beauties that are equipped like luxury sport planes. If you’ve got the budget, the Light-Sport industry has the aircraft. Yet not everyone can afford those birds and not everyone wants one. *** FAA pretty much eliminated ultralights when they came out with the SP/LSA rule… well, except for genuine ultralights of the single place variety. The latter still exist, and yes, you can still buy a ready-to-fly ultralight “vehicle” for which you need no N-number, no medical, and no pilot license. Those 254-pound (max empty weight) aircraft prove America remains the land of the free and I, for one, love to fly them. *** On our way north for AirVenture my wife, Randee, and I made a series of stops. In Alabama — just a mile apart — we hit two fixed wing producers of “ultralights” that qualify as official SLSA. You can buy either of these ASTM-certified two-seat Light-Sports for $35,000 to $40,000; you can save even more with kit versions. *** CGS reported a couple sales after our visit when we saw proprietor Danny Dezauche (de-ZOSH) fitting a CGS Hawk with a Rotax 912 (photo). Danny bought the CGS Aviation operation from founder and light aviation icon, Chuck Slusarczyk. (Evidently Chuck needed to be sure someone with a tongue-twisting last name kept the brand alive.) *** After CGS, we went to Paul Mather’s M-Squared where we toured his facility adorned with fascinating photos of Paul’s many years in light aviation (he put in 17 years at Quicksilver before striking out on his own). Today, he augments his airplane manufacturing by being an FAA Designated Airworthiness Representative. *** While both of these companies are struggling with the rest of aviation, each is prepared to stay the course and keep offering genuinely low-cost ways to get in the air. Paul likes to say his airplanes aren’t fast, they’re fun! Amen to that for both brands. *** Heading north we paid a visit to SportairUSA, home to this impressive list of terrific LSA: Sting, Sirius, iCub, and soon, the aerobatic Snap (come to Oshkosh and the LSA Mall for more info). Boss Bill Canino is an architect by training and his unique office-in-a-hangar shows his flair for decorating (photo). When a tornado leveled their earlier hangars, they moved into other quarters yet you’d hardly know you were in a hangar until you left the building. *** We ended our tour at the home of Aviators Hot Line, the much appreciated LAMA sponsor that makes possible the LSA Malls at Sun ‘n Fun and Oshkosh. These industry displays have proven popular enough with attendees that both organizations show the LSA Mall on their grounds maps, a distinction assigned only to airshow “destinations.” *** We also visited kit giant, Zenith Aircraft, where we each flew in the STOL CH 750… more on that in another post coming soon. America’s heartland is home to some interesting enterprises that make up the diverse field of Light-Sport aviation. Randee and I enjoyed visiting them and as our nation celebrates its birthday, we’re very pleased these businesses are keeping the faith of sport and recreational aviation. Happy July 4th!

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Plenty of folks think LSA are mainly carbon fiber speedsters with autopilots and huge computer screen instrumentation. No doubt, we have some beauties that are equipped like luxury sport planes. If you’ve got the budget, the Light-Sport industry has the aircraft. Yet not everyone can afford those birds and not everyone wants one. *** FAA pretty much eliminated ultralights when they came out with the SP/LSA rule… well, except for genuine ultralights of the single place variety. The latter still exist, and yes, you can still buy a ready-to-fly ultralight “vehicle” for which you need no N-number, no medical, and no pilot license. Those 254-pound (max empty weight) aircraft prove America remains the land of the free and I, for one, love to fly them. *** On our way north for AirVenture my wife, Randee, and I made a series of stops. In Alabama — just a mile apart — we hit two fixed wing producers of “ultralights” that qualify as official SLSA.

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What Does It Take to Develop a SLSA? $25+ Million?

By Dan Johnson || Leave a Comment

See our video on Icon’s handsome and completely different LSA. photo courtesy Icon Aircraft

Google big shot Eric Schmidt signs on to the Icon vision. photo courtesy Icon Aircraft

Icon founder and CEO Kirk Hawkins draws a crowd at AirVenture whenever he speaks about the A5. photo courtesy Icon Aircraft

Wind tunnel testing Icon’s new “spin resistant” wing design. photo courtesy Icon Aircraft

Most of the 118 Special Light-Sport Aircraft have been developed on a very modest budget… not that there’s anything wrong with that, of course. By far, the highest figure I’ve heard was about $2 million to create a new SLSA model. Yet that number doesn’t include starting a company from scratch and going all the way through to a new production facility with airplanes ready to fly away. So, what’s the total investment? Well, that depends on a thousand variables. It can be done quite inexpensively. Or, you can shoot for the moon. *** “Icon Aircraft recently closed a $25 million round of U.S. and U.K. venture financing from several high-profile consumer-product and aviation investors,” the company announced today. “The [money] takes Icon through the completion of the A5 development program and into the production phase.” *** So, one thing seems certain. Before gaining SLSA status or building a single production airplane, Icon is already the LSA market leader… in fund raising. Remos Aircraft also attracted substantial backing but they already had a LSA and a factory. Icon’s achievement, especially during these tough times to raise money, is a credit to their charismatic CEO Kirk Hawkins and the team he has assembled. *** I first met Kirk in 2006 on one of the Sport Pilot Tour stops. He had just started Icon Aircraft so in less than five years his company rose to #1 for fund raising by any Light-Sport Aircraft venture. *** The Southern California company reports enlisting investors such as Google’s Chairman Eric Schmidt and former Boeing CEO Phil Conduit along with other U.S. and U.K. venture investors. Icon will get $15 million to start, with an option for an additional $10 million. The company reports orders for almost 500 aircraft, which at the $139,000 intro price sums to nearly $70 million. *** How are they using the investment money? As they prepare to freeze the design, “Icon engineers performed successful wind tunnel tests (photo) on the new spin-resistant wing… [which] includes a cuffed section and three custom airfoils that provide different parts of the wing with different stall and lift characteristics. The new funds will also be used to start production. Raising money takes a toll, though. “Icon has revised its production start date to the fourth quarter of 2012,” Hawkins said. “This slip, while unfortunate, was necessary because of the unprecedented challenges in the capital markets during the last two years.” While America and Europe remain mired in economic sludge, Icon’s financial achievement is exceptional. Kirk has proven Light-Sport to be investment-worthy while also designing one cool-looking amphibian.

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Most of the 118 Special Light-Sport Aircraft have been developed on a very modest budget… not that there’s anything wrong with that, of course. By far, the highest figure I’ve heard was about $2 million to create a new SLSA model. Yet that number doesn’t include starting a company from scratch and going all the way through to a new production facility with airplanes ready to fly away. So, what’s the total investment? Well, that depends on a thousand variables. It can be done quite inexpensively. Or, you can shoot for the moon. *** “Icon Aircraft recently closed a $25 million round of U.S. and U.K. venture financing from several high-profile consumer-product and aviation investors,” the company announced today. “The [money] takes Icon through the completion of the A5 development program and into the production phase.” *** So, one thing seems certain. Before gaining SLSA status or building a single production airplane, Icon is already the LSA market leader… in fund raising.

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Aero 2011: LSA Companies Grow… Expanding Into GA

By Dan Johnson || Leave a Comment

Evektor’s Cobra. photo courtesy Evektor

Tecnam’s P2010 seen at Aero 2011.

An engineering rendering of Flight Design’s C4. art courtesy Flight Design

Pipistrel’s Panthera in model mockup at Aero 2011.

Update 9/24/14 — Added to the models below, South Africa’s The Airplane Factory is also offering their four seat Sling 4. This model is flying but a decision about certifying it has not been made at this time. It is presently available as a kit-built airplane.

Some of the more successful Light-Sport Aircraft producers have their eye on the market for larger aircraft, those able to seat four… or more. While continuing to manufacture their LSA models, three companies showed bigger aircraft or mockups at Aero 2011 and one other company has already done extensive test flying. Look out Cessna, Piper, Diamond, and Cirrus! Those familiar GA brands are about to get new competition. *** The first of this emerging segment was the Evektor Cobra, dating back more than four years. Previously marketed at shows like Oshkosh, Cobra was promoted with alternate powerplants of 200 and 315 horsepower. Joining Cobra in the roughly 2,500-pound gross weight category (approximately the weight of a Cessna 172) are three newcomers: Tecnam’s P2010, Flight Design’s C4, and Pipistrel’s Panthera (photos). *** Evektor has been flying Cobra for some years. Tecnam showed a mockup at Aero 2010 but this year’s version appears ready for flight testing. Flight Design displayed a full-size mockup of their C4. Pipistrel had a model, daily presentations, and a slick brochure. *** Some at Aero 2011 questioned if these designs will truly start manufacturing but after speaking to directors at all three Aero 2011 entries, it’s clear each is determined to get in this business and fairly soon. All positively stated plans to offer four seat aircraft in the next couple years. Since the P2010, C4, and Panthera must meet government standards (as opposed to ASTM standards) development times are longer and costlier than in the LSA world. *** Tecnam presented their P2010 in an advanced prototype stage. The Italian company’s entry is an all carbon fiber fuselage with a metal wing and stabilator (just like the Light-Sport P2008 model). Using the 180-hp Lycoming IO-360-M1a P2010 is projected to have a 133 knot cruise speed at 75% power with minimum stall projected at 48 knots. An elongated fuselage to allow the rear seats presently boasts a 715 pound payload even with 55 gallon fuel tanks. *** Flight Design plans to certify their C4 model with two distinct engines; the company is presently surveying the market to finalize design details. A 180-horsepower Lycoming IO-360, possibly able to use mogas, will power one version while another will be powered by a turbocharged two-liter Centurion (Thielert) powerplant capable of 155 hp burning diesel/Jet-A fuel. Preliminary specs call for a 160 knot cruise and 70 gallon tanks yielding a 1,200 nm range, at 65% power with the Lycoming. *** Pipistrel may be further back in the four seater race but their supremely confident designers of highly efficient aircraft believe they can zoom past the other entries with a 200-knot cruiser burning only 10 gph using the 210-hp Lycoming IO-390. *** Are even bigger models ahead? Yes! Tecnam showed a full-size cabin mockup of their twin Lycoming IO-540 11-seat P2012 Traveler. Evektor has created a 9-14 seat turbine-powered EV-55. Evektor’s regional transport aircraft is furthest along but Tecnam is a proven producer with a worldwide network.

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Update 9/24/14 — Added to the models below, South Africa’s The Airplane Factory is also offering their four seat Sling 4. This model is flying but a decision about certifying it has not been made at this time. It is presently available as a kit-built airplane. Some of the more successful Light-Sport Aircraft producers have their eye on the market for larger aircraft, those able to seat four… or more. While continuing to manufacture their LSA models, three companies showed bigger aircraft or mockups at Aero 2011 and one other company has already done extensive test flying. Look out Cessna, Piper, Diamond, and Cirrus! Those familiar GA brands are about to get new competition. *** The first of this emerging segment was the Evektor Cobra, dating back more than four years. Previously marketed at shows like Oshkosh, Cobra was promoted with alternate powerplants of 200 and 315 horsepower. Joining Cobra in the roughly 2,500-pound gross weight category (approximately the weight of a Cessna 172) are three newcomers: Tecnam’s P2010, Flight Design’s C4, and Pipistrel’s Panthera (photos).

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Pipistrel’s Twin Taurus… Could They Win Again?

By Dan Johnson || Leave a Comment

Pipistrel’s Taurus G4 “technology demonstrator.” photo courtesy Pipistrel

G4 carries four persons in twin fuselages with the electric powerplant and batteries located in between. photo courtesy Pipistrel

Surrounded by mountains, Pipistrel operates from a facility in Slovenia and has a factory in nearby Italy. photo courtesy Pipistrel

Question: What looks like two motorgliders flying in really tight formation sharing an engine… er, a motor, literally between them? Can this Burt Rutan-looking aircraft (photo) win the big dough? And I mean seriously big money with a purse of $1,650,000! *** Called the Pipistrel Taurus G4, the prize-seeking aircraft rolled out of the Pipistrel factory in Slovenia for the first time recently. After posing briefly for the camera, G4 taxied away quietly under electric power for the start of the flight testing program. *** Pipistrel previously won a big NASA check with their Virus SW but the company has now taken a wholly different approach, based on rules which give seat-mile advantage to four seater models. *** “This aircraft is the first four-place electric aircraft to be flown in the world,” stated Pipistrel. Their Taurus Electro claimed to be the first two-place electric aircraft to be flown in the world four years earlier. *** The unique design has come about by grafting two Pipistrel Taurus aircraft together with a center section which is some 15 feet wide and supports a centrally located pylon housing the electric engine and batteries. Some have said the Taurus G4 resembles White Knight Two, the launch carrier of SpaceShipTwo. *** Taurus G4 is powered by a 145 kW (about 195 hp) brushless electric motor which drives a 6 foot two-blade prop. More specs: Wingspan 75 feet. Gear is retractable. Empty weight 2,343 pounds including 1,034 pounds of batteries. Maximum takeoff weight is 3,300 pounds yielding a payload of 957 pounds. *** The 2011 CAFE/NASA Green Flight Challenge is slated for July 11 and July 17, 2011 at the Santa Rosa airport in northern California. Taurus G4 will then compete in the EAA Airventure Electric Flight Challenge held at this year’s Oshkosh. *** One of the main development engineers on this project, Pipistrel’s Tine Tomazic doubles as test pilot. Tine (pronounced Teen-eh) also works with a talented team handling the electrical design and control systems in this new aircraft. The company has elected not to disclose performance figures and flight capabilities of their new machine until it debuts in the 2011 CAFE/NASA Green Flight Challenge. *** “This is the most powerful electric aircraft currently developed. It has the most battery capacity on-board and it is also the first four-place aircraft to be flown under electric power,” Tine maintained. He added that the G4 CAFE Racer is purely a proof-of-concept aircraft which Pipistrel is using as a testbed for many of the same technologies which will be introduced into the recently announced Panthera aircraft. That sleek four seat project will be designed around a normal gasoline engine, a hybrid engine, or an electric-only motor. *** Is Taurus G4 for you? It could be. “After the completion of these competitions we expect to sell the Taurus G4 to somebody wanting a very unique and one-of design for personal use or to a company wanting to further investigate future propulsion technologies. *** The Pipistrel Taurus G4 is expected to arrive in the USA in the first week of June for registration, certification, and ongoing testing before the start of the CAFE Challenge in July.

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Question: What looks like two motorgliders flying in really tight formation sharing an engine… er, a motor, literally between them? Can this Burt Rutan-looking aircraft (photo) win the big dough? And I mean seriously big money with a purse of $1,650,000! *** Called the Pipistrel Taurus G4, the prize-seeking aircraft rolled out of the Pipistrel factory in Slovenia for the first time recently. After posing briefly for the camera, G4 taxied away quietly under electric power for the start of the flight testing program. *** Pipistrel previously won a big NASA check with their Virus SW but the company has now taken a wholly different approach, based on rules which give seat-mile advantage to four seater models. *** “This aircraft is the first four-place electric aircraft to be flown in the world,” stated Pipistrel. Their Taurus Electro claimed to be the first two-place electric aircraft to be flown in the world four years earlier.

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Aero 2011: New Single Place Aircraft

By Dan Johnson || Leave a Comment

Skyleader 100

Atec Solo

AiRector 120

Merlin 100 with four stroke engine

While some producers add four seaters (or more) to their LSA line, others have taken a different approach. The number of attractive new single-place models at Aero was surprising as most pilots seem to believe two seats are the minimum. *** However, for years AOPA surveys have shown the average occupancy of a GA aircraft — most of which have four seats and several models have more — is, wait for it… 1.6 persons. Given all those extra seats the 1.6 figure means a significant number of all flying is done solo. So, why pay for the extra seats when you fly solo frequently? Cost of acquisition and operation can be dramatically lower in a single seater, and you have no one else to please (or worry about) except yourself. *** I’m sure I didn’t see them all — Aero features a huge display of aircraft — but here’s a few of the new single seaters I discovered. Check these low prices, too! |||| Skyleader 100 — Americans know Skyleader, in a way. Under the name Kappa, they sold the sweet-flying KP-5. Now, as part of several new models developed, the Czech producer has designed Skyleader 100, a single-seat, all-metal aircraft. Buyers can choose between a rectangular or tapered wing as presented at Aero 2011. Standing on taildragger gear, the 100 is powered by a Rotax 582 yielding a 85 mph cruise speed. Gross weight is a svelte 693 pounds with a projected price of only €35,000 ($49,000) in ready-to-fly form or even less in kit form €15,900 ($22,260). More info: Skyleader 100 |||| Atec Solo — Some Americans know the Atec Faeta SLSA but that Czech company has now introduced their Solo, a single-seat, cantilevered low-wing taildragger made like Faeta, that is, all-composite involving lots of carbon. These exotic materials yield a very low weight with plenty of strength and rigidity. The wing borrows from Atec’s older Zephyr and Faeta using slotted flaps to lower landing speeds. More info: Atec Solo |||| AiRector 120 — The sleekest of the singles in this article is the AiRector 120 (the number refers to its empty weight in kilograms). Weighing only 264 pounds empty AiRector is powered by a Hirth two-cylinder, two-stroke engine. The northern Germany company expects first flight in fall of 2011 with cruise expected in the 100-mph range. The single seat taildragger has an all-composite airframe that will be built in a new factory in northern Germany. Current plans call for a price of only €40,000 ($60,000). More info: AiRector 120 |||| TechPro Merlin — Another Czech producer displayed their still-in-development single-seat kit aircraft, the Merlin 100. Here’s an all-metal, tricycle-gear airplane using matched-hole tooling to ease the builder’s effort. With its unusual two-cylinder, four-stroke Verner 35-hp engine, Merlin is projected to weigh just 264 pounds. A prototype has logged 100 hours and a second prototype is being built. TechPro plans to sell the aircraft only as a kit, with a projected price of €5,000 ($7,000), less engine. Bargain hunters, take note! More info: TechPro Merlin |||| Also, don’t forget the also single place all-electric Electra One. We’ll have more on it later plus other great aircraft seen at Aero 2011.

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While some producers add four seaters (or more) to their LSA line, others have taken a different approach. The number of attractive new single-place models at Aero was surprising as most pilots seem to believe two seats are the minimum. *** However, for years AOPA surveys have shown the average occupancy of a GA aircraft — most of which have four seats and several models have more — is, wait for it… 1.6 persons. Given all those extra seats the 1.6 figure means a significant number of all flying is done solo. So, why pay for the extra seats when you fly solo frequently? Cost of acquisition and operation can be dramatically lower in a single seater, and you have no one else to please (or worry about) except yourself. *** I’m sure I didn’t see them all — Aero features a huge display of aircraft — but here’s a few of the new single seaters I discovered.

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Triple Play: Pipistrel Wins SLSA Approvals

By Dan Johnson || Leave a Comment

Virus, available with two wing lengths, won twin approvals. photo courtesy Pipistrel

Pipistrel’s pure-play motorglider, Taurus, can be gas or electric powered. photo courtesy Pipistrel

FAA Designated Airworthiness Representative Walter Tidmore (R) hands Robert Mudd a fresh airworthiness certificate dated June 24th. photo courtesy Michael Coates of Pipistrel USA

A most impressive factory… take the tour (link in article). photo courtesy Pipistrel

After a pause in new SLSA, Pipistrel burst onto the scene with multiple approvals, three at once reports Michael Coates, the importer for Pipistrel USA. We raced to get these placed on the SLSA List because it’s news, but also because FAA uses this list to verify new models before assigning them N-numbers. FAA Registration Branch checks to make sure company names and other info matches incoming applications; we had three calls last week from producers who requested minor changes to our SLSA List after the agency raised questions. *** Now that list swells to 118 models. Pipistrel, which makes long-winged models that soar well, got the Virus approved in both airplane and glider categories, no small achievement. They also gained approval for their Taurus motorglider. The Slovenian company — with production facilities in nearby Italy (partly an effort to adhere to the U.S. government’s bilateral agreement requirement… dull, yes, but important legally) — has been in the news for their electric airplanes and has announced a supersleek four seater, the Panthera. But they’ve now proven their chops in the LSA field in a great triple play. *** Pipistrel gained airworthiness certificates for the cantilevered Virus SW (standard airplane, with shorter wings) and the Virus (glider, with longer soaring wings) and for a rare side-by-side motorglider, the Taurus. “This was a huge effort taking several years to get through the system,” stated Coates. “Congratulations go to Robert Mudd who helped me liaise with the FAA and DAR locally in Albuquerque and to Pipistrel for [meeting] the requested (and ever-changing) documentation requirements.” *** Pipistrel models have been seen in the USA, approved as Experimental models, and those who have seen them are often intrigued by their sweeping lines and complex wing shapes. Even if you don’t care about soaring flight, the long glides of these aircraft represent added safety. Some years ago, I reported on the Sinus. Even though I’m a soaring enthusiast, you can see a lot to love in these handsome, award-winning aircraft. *** I urge you to go look at the Pipistrel factory. I’ve seen many LSA facilities and this has to be one of the most splendid plants in light aviation, complete with a rooftop covered in solar panels (photo). I look forward to a visit, but thanks to Coates’ website, you can take a virtual tour. See if you come away as impressed as I was. *** U.S. dealer Rand Vollmer of San Antonio Light-Sport Aircraft helped alert us to this news and said base pricing starts at around $100,000 at current exchange rates, though he also added, “We have special pricing coming out for Oshkosh with a very nicely appointed value package.” He noted that a 100-hp Virus SW adds about $10,500 more than the glider versions (with the 80-hp Rotax). Sinus — for which they expect SLSA approval before AirVenture 2011 — and Virus are priced the same. Ask about all models at this summer’s annual get together in Oshkosh.

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After a pause in new SLSA, Pipistrel burst onto the scene with multiple approvals, three at once reports Michael Coates, the importer for Pipistrel USA. We raced to get these placed on the SLSA List because it’s news, but also because FAA uses this list to verify new models before assigning them N-numbers. FAA Registration Branch checks to make sure company names and other info matches incoming applications; we had three calls last week from producers who requested minor changes to our SLSA List after the agency raised questions. *** Now that list swells to 118 models. Pipistrel, which makes long-winged models that soar well, got the Virus approved in both airplane and glider categories, no small achievement. They also gained approval for their Taurus motorglider. The Slovenian company — with production facilities in nearby Italy (partly an effort to adhere to the U.S. government’s bilateral agreement requirement… dull, yes, but important legally) — has been in the news for their electric airplanes and has announced a supersleek four seater, the Panthera.

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Gonna Take a Sentimental Journey… with Cubs!

By James Lawrence || Leave a Comment

PA-17 Vagabond Trainer Photo courtesy UK Airshow Review

“Come one, come all!” says the invitation to the great, annual Piper Fly-In that’s coming up next week. *** Dubbed SENTIMENTAL JOURNEY 2011, it’s the 26th anniversary of this “Family-Oriented” event. ***  It’s held at – where else? – William T. Piper Airport (KLHV) in Lock Haven, PA. *** The dates for those of you who are, like myself, Cub afflicted, is June 22 — 25, 2011. You can fly in (an airspace How-To is on the organizer’s website), drive in, camp under a wing for $15/nite if you like (lots of folks do) or stay at one of several hotels, motels or B&Bs in the area. Dozens of Cubs alone, along with other models, make the trek every year. *** The Piper Museum and Memorial area also there: that’s worth a trip for cub lovers all by itself. *** There are events and contests such as seminars, flea markets, bomb drop, spot landing, corn roasts, awards, nightly bands, tours and more. *** This year’s theme: “Vagabonds Saved Piper”. *** Featured planes will be the PA-15 Vagabond and PA-17 Vagabond Trainer.Tickets are cheap enough at $8, $4 for kids 13 — 17 and under 12 youngsters are free – hard to beat that these days for a classic aircraft lovefest. *** Another note: All makes and models of aircraft are welcomed. Since most current pilots have some connection to those early Pipers anyway, no reason not to come if you’re in the neighborhood. *** I’ll be there catching some air and lots of photos for some stories. *** Also hoping for good weather for all flying in… I’m still recovering from the 6 days it took in a Cub-type to get from Iowa to Florida against bad weather for Sun ‘ Fun!

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“Come one, come all!” says the invitation to the great, annual Piper Fly-In that’s coming up next week. *** Dubbed SENTIMENTAL JOURNEY 2011, it’s the 26th anniversary of this “Family-Oriented” event. ***  It’s held at – where else? – William T. Piper Airport (KLHV) in Lock Haven, PA. *** The dates for those of you who are, like myself, Cub afflicted, is June 22 — 25, 2011. You can fly in (an airspace How-To is on the organizer’s website), drive in, camp under a wing for $15/nite if you like (lots of folks do) or stay at one of several hotels, motels or B&Bs in the area. Dozens of Cubs alone, along with other models, make the trek every year. *** The Piper Museum and Memorial area also there: that’s worth a trip for cub lovers all by itself. *** There are events and contests such as seminars, flea markets, bomb drop, spot landing, corn roasts, awards, nightly bands, tours and more.

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EAA Electric Contest Postponed

By James Lawrence || Leave a Comment

Elektra One single-seater production electric. Photo courtesy PC-Aero

Waiex electric prototype. Photos courtesy Sonex Aircraft

Surprising word came today while hanging out at the Piper Sentimental Journey in Lock Haven, PA, that EAA has canceled its Electric Flight Challenge until next year’s AirVenture show to give manufacturers more time to satisfy FAA’s Phase 1 requirement. *** What’s Phase 1, you ask? Read on. Today’s release, announced the postponement even though there was “a strong influx of applications… nearly a dozen”, whatever that means — 11? 8.3? *** Anyway, a $60,000 Electric Flight Prize was to have been awarded after three flight competitions and an “innovation evaluation” at this year’s AirVenture (end of July). *** Now for Phase 1: EAA explains it’s the requirement for the normal 40-hour “fly off” period typically flown by experimentally-built kits, to verify the aircraft is safely controllable throughout its normal speed range and all expected maneuvers. *** Chairman Tom Poberezny was quoted as saying that, in essence, too many of the competitors wouldn’t have enough time to finish flying off their hours before the challenge began. *** All in all, pretty disappointing news and a bit of a PR loss for EAA since it was ballyhooing the event on its website. Nonetheless, it’s the right call, and a smarter, safer move for EAA to ensure these aircraft live up to the excitement rather than getting the wrong kind of headlines in front of hundreds of thousands of enthusiasts and media cameras. *** In homage to the almost-event and not to be completely squelched, EAA promises many electric birds will be on display throughout AirVenture. *** That includes showcase flights from certain aircraft. Which makes one wonder how FAA allows showcase flights but not competition flights, but let’s not quibble. Maybe they will only be production electrics. Maybe there’s a Reg A.2b-97i subpart 5/3a in the catacombs somewhere that covers it and what do we care as long as we get to see electrics fly? Last year’s silent, impressive flight of the production-version Taurus Electro was thrilling. *** Still scheduled is the second annual World Symposium on Electric Aircraft, set for July 29-30. I sat through the whole thing last year. Many brainy speakers and leaders of the movement gave fascinating accounts of this new wave of flight. I’ll definitely be there again this year. Register at the link above to make sure you get in…although the link they have isn’t active yet… but keep trying, it’ll be hot soon enough.

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Surprising word came today while hanging out at the Piper Sentimental Journey in Lock Haven, PA, that EAA has canceled its Electric Flight Challenge until next year’s AirVenture show to give manufacturers more time to satisfy FAA’s Phase 1 requirement. *** What’s Phase 1, you ask? Read on. Today’s release, announced the postponement even though there was “a strong influx of applications… nearly a dozen”, whatever that means — 11? 8.3? *** Anyway, a $60,000 Electric Flight Prize was to have been awarded after three flight competitions and an “innovation evaluation” at this year’s AirVenture (end of July). *** Now for Phase 1: EAA explains it’s the requirement for the normal 40-hour “fly off” period typically flown by experimentally-built kits, to verify the aircraft is safely controllable throughout its normal speed range and all expected maneuvers. *** Chairman Tom Poberezny was quoted as saying that, in essence, too many of the competitors wouldn’t have enough time to finish flying off their hours before the challenge began.

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Super Legend — Lycoming Gains Among LSA

By Dan Johnson || Leave a Comment

Enhancements on Super Legend include lightweight carbon fiber components for cowling, doors, interior panels, spinner, and wingtip bows plus parking brake system and fuel access steps on the landing gear. photo courtesy American Legend

Check out the trolling motor on this AmphibCub… photo courtesy American Legend

…and this fishing rod holder secured to the wing struts. photo courtesy American Legend

Since the beginning four brands of engines have powered Light-Sport. Rotax holds approximately a 75% share, Continental has about 15%, and Jabiru has about 10% with a couple entries using the HKS. Oh, and one more… Lycoming. *** The truth is Lycoming has literally one or two entries, the best known of which is the Falcon LS, now rebadged as the Renegade. In fact the latter just installed what they say is the first O-233 true LSA engine from Lycoming. *** But the situation seems to be changing rapidly. Rotax still dominates and will for the foreseeable future; their 912 series is a well proven and well accepted powerplant. But here comes Lycoming. Besides the Renegade, Tecnam is now offering the O-233 on their Eaglet. And I’ve heard rumors of more such installations, potentially some backlash on Continental’s transfer to Chinese ownership. *** Announced recently is the new American Legend Super Legend. “Super Legend boasts the same power-to-weight ratio as a 150-hp Super Cub yet qualifies as an LSA,” claims the Sulphur Springs, Texas company, the number three seller among LSA. “A Lycoming O-233 Series lightweight engine supplies Super Legend with 115 horsepower at 2800 rpm and is multi-fuel capable, operating on both 100LL and unleaded automotive fuel,” added American Legend. The O-233 uses dual CDI Ignition, has a 2,400-hour TBO and Legend installs a Sensenich ground adjustable propeller with spinner as standard equipment. Though “lightweight” is still substantially heavier than a Rotax, a very familiar American-made engine may have great appeal among Cub enthusiasts. In other ways, the Super Legend is the same airplane you already know, “equipped with Super Cub-style flaps, 32-gallon fuel system, and balanced tail feathers.” Super Legend also features carbon fiber components to decrease weight, a body-conforming adjustable seat, and optional toe brakes. Standard features adopted from the Legend Cub are its three-inch wider cabin, double doors, and the ability to solo from the front or rear seat. *** What can you do with a Super Legend? My Spruce Creek Fly-in neighbor Ron Bishop loves to fly his AmphibCub on the water and at times to do a bit of fishing. Photos show a portable power unit with battery and depth finder with digital readout to serve this purpose. You can also accessorize with a fishing rod holder. Sound good?

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Since the beginning four brands of engines have powered Light-Sport. Rotax holds approximately a 75% share, Continental has about 15%, and Jabiru has about 10% with a couple entries using the HKS. Oh, and one more… Lycoming. *** The truth is Lycoming has literally one or two entries, the best known of which is the Falcon LS, now rebadged as the Renegade. In fact the latter just installed what they say is the first O-233 true LSA engine from Lycoming. *** But the situation seems to be changing rapidly. Rotax still dominates and will for the foreseeable future; their 912 series is a well proven and well accepted powerplant. But here comes Lycoming. Besides the Renegade, Tecnam is now offering the O-233 on their Eaglet. And I’ve heard rumors of more such installations, potentially some backlash on Continental’s transfer to Chinese ownership.

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What’s Going On at the Top?

By Dan Johnson || Leave a Comment

Cessna Skycatcher photo courtesy Cessna Aircraft

The LSA formerly known as the PiperSport, now returning under its original name, the SportCruiser. It will be supported in America by by U.S. Sport Aircraft

Paradise P1 photo courtesy Paradise USA

In that rarified air of the executive suite, well… at least in the boss’ office of LSA companies, something seems to be happening. Think about this question for a moment: What do the following LSA have in common? — Skycatcher, SeaRey, Paradise P1, Remos GX, and PiperSport. Give up? OK, it was something of a trick question. The answer: All the companies supplying these LSA have gone through major management changes in 2011. *** The most widely reported departure was that of Jack Pelton, who held the titles of President, CEO, and Chairman at Cessna. Along with him went other notables like Tom Aniello and John Doman; the latter man was VP of piston sales for years; he’s at Flight Design now. So besides Cessna’s very deep cuts to employment (previously media reports have said that more than 50% of workers were laid off), now top management has also changed. One wonders what this could mean for the single engine end of Cessna’s line. The Wichita giant hasn’t been alone in these gut-wrenching changes. *** In very recent days, Remos has gone through another major change at the top. Gone are the CEO, COO, and CFO. Theo Paeffgen, a lawyer associated with the company, has taken the reins. The U.S. staff appeared to have received little advance notice of this change. *** As 2011 began, Piper announced they would cease distributing the SportCruiser (renamed PiperSport for their one-year run) and this decision occurred about the time former Piper CEO Kevin Gould left, with management taken over by Jeff Berger, who is associated with the financial company, Imprimis, that bought the storied Vero Beach manufacturer in 2009. *** At Sun ‘n Fun, I had meetings with various persons associated with the Paradise P1 following a change to their U.S. distributor. However, in the brief two months since Sun ‘n Fun ended, a different American rep’ based in Orlando has taken over. (And though it doesn’t relate to airplane companies, longtime Sun ‘n Fun president, John Burton — a strong supporter of Light-Sport, I’d like to mention — announced he would leave the airshow president post to run the museum and educational initiatives of the Lakeland, Florida enterprise.) *** As reported here, SeaRey producer Progressive Aerodyne has new management as that seaplane developer morphs from a kit company to a fully-built manufacturer. SeaRey will continue with kits; the goal is to add an SLSA model. *** Is this simply the “shakeout” some have been predicting for the LSA industry? The companies appear to be surviving; it’s their leadership that appears in a state of flux. *** The good news is that the industry still has well-managed businesses and they are persevering through this most challenging of economies. In an industry cut whole from new cloth, changes are necessary to see the promise of this innovative way to certify and service airplanes. The best news? The global acceptance of the LSA concept continues… I’ll have more on this soon! Certainly, these are exciting times for light aviation.

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In that rarified air of the executive suite, well… at least in the boss’ office of LSA companies, something seems to be happening. Think about this question for a moment: What do the following LSA have in common? — Skycatcher, SeaRey, Paradise P1, Remos GX, and PiperSport. Give up? OK, it was something of a trick question. The answer: All the companies supplying these LSA have gone through major management changes in 2011. *** The most widely reported departure was that of Jack Pelton, who held the titles of President, CEO, and Chairman at Cessna. Along with him went other notables like Tom Aniello and John Doman; the latter man was VP of piston sales for years; he’s at Flight Design now. So besides Cessna’s very deep cuts to employment (previously media reports have said that more than 50% of workers were laid off), now top management has also changed.

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