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Stirring My Soul — Phoenix Rising

By Dan Johnson || Leave a Comment

Long and slender, notice the compound wing angles on the new Phoenix SLSA. photo courtesy Phoenix Air

The comfy Phoenix cockpit. A glass screen digital instrument is available. photo courtesy Phoenix Air

Soaring champion Jim Lee sits on the wing of his new Phoenix motorglider. photo courtesy Phoenix Air

I’ve had the pleasure to fly more than 350 light airplanes of every conceivable description. Most of those experiences brought a smile to my face. A few genuinely stirred my soul. Though I started in powered aircraft I found my way to gliders and to soaring, which I freely admit is my favorite aviation challenge. To rise high above the Earth using only swirling currents of air is magical. *** An extra benefit was acquiring confidence about landing without an engine. To many power pilots, an engine-out landing is scary. But every landing in a glider involves but one approach. You know what? You get comfortable with it and now when I fly a power plane, I don’t worry as much about a loss of power. My power plane will just become a glider and I know how to handle that. *** So with great anticipation over an eventual test flight, I am delighted to announce the Phoenix was certified as SLSA #111 in August 2010. Immediately afterward, U.S. importer Jim Lee of Phoenix Air USA flew the slender winged bird from California to Florida! Check out his travel blog; it’s written in a brief, enjoyable style with some terrific photos. *** Offering a few tidbits before a full pilot report to follow… Phoenix has full span flaperons that operate on lovely, compound angle wings that end in tasteful winglets. She’s a picture of grace. Phoenix can also swap wings. Jim reported, “It takes about a minute to remove both [span extending] wingtips, and another minute to install the short tips.” Check these install images. A center console houses the flap, airbrake, and trim with separate levers for the spoilers and flaps so that they can be used independently. *** Specs: span 49.4 feet (can be reduced to a 34 foot “hangar span” in 60 seconds); glide angle 32:1; cruise with full-span wings, 120 mph; cruise with shorter wings, up to 136 mph; useful load 612 pounds and 456 pound payload; climb 1,200 fpm. *** The first airshow debut of Phoenix will be at Sebring 2011. Here’s one worthy of a close examination.

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I’ve had the pleasure to fly more than 350 light airplanes of every conceivable description. Most of those experiences brought a smile to my face. A few genuinely stirred my soul. Though I started in powered aircraft I found my way to gliders and to soaring, which I freely admit is my favorite aviation challenge. To rise high above the Earth using only swirling currents of air is magical. *** An extra benefit was acquiring confidence about landing without an engine. To many power pilots, an engine-out landing is scary. But every landing in a glider involves but one approach. You know what? You get comfortable with it and now when I fly a power plane, I don’t worry as much about a loss of power. My power plane will just become a glider and I know how to handle that. *** So with great anticipation over an eventual test flight, I am delighted to announce the Phoenix was certified as SLSA #111 in August 2010.

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Electric LSA as Primary Trainers?

By James Lawrence || Leave a Comment

One of the interesting speculations in a recent Wired magazine article on the E-Spyder electric ultralight being developed by Flight Design USA‘s (and FlightStar Aircraft‘s) Tom Peghiny invokes turning the lemony limited range of current early electric aircraft into the lemonade of broadly-applied commercial use — specifically in flight schools. *** The first production E-Spyder, soon to be sold for around $30K, will have no more than 30 minutes of range. Yuneec’s two-seat E430, now scheduled for 2012 debut, aims for a 2 hour flight endurance. *** But two hours clearly is more than enough for the typical local flight lesson. And with spare — and charged — battery pack modules ready to go to quick-swap out of electrical “fuel tanks”, flight schools could run training ops as easily as their current gas engined counterparts. *** No distracting engine noise and frame vibration; no lean/enrich fuel settings; no starter motors or smelly exhausts to deal with. No pollution. Just quiet, satisfying, smooth flight in which the basics of flight training can be taught with, one can easily imagine, far greater efficiency and enjoyment. *** And the relative costs for students could be much, much cheaper as well. *** Yuneec postulates owner flight costs around $10/hour. How many new pilots could be licensed, even with the same instructor fees of $30-50/hr factored in, at a significantly lower price than current flight school rates of $125/hr and up? *** Beyond the tantalizing prospect of teaching primary skills in an electric aircraft lies the Holy Grail: growing GA pilot numbers by churning out more new licensees, who would surely flock to the new tech appeal of lower-cost electriflying, since cost is the single most often identified cause of lower flight student numbers. *** It’s also not hard to imagine aircraft rentals of $50 per hour or less as electrics prove themselves in day-to-day operations, further stimulating more flight hours for FBOs. *** And once the quest for greater battery storage density bears fruit — several promising research projects already show many-fold increases per equivalent battery weight — longer range electric aircraft will bring cross country flights, without burning any gas at all. That’s a day we can all plausibly dream about right now: it may be just a few short years ahead. *** Back to the present: Tom Peghiny recently taught non-pilot Flight Design employee Mathew Fortin to fly — in the E-Spyder prototype. *** (Full Disclosure Dept: Tom, I am extremely envious.) *** Since the ultralight is a single-seat aircraft, Fortin made several extended taxi and on-the-deck hops to acquire the basics before Tom kicked him out of the nest, which gave the electric fledgling the distinction of becoming perhaps the very first electric student pilot ever. *** Here are some of Mathew’s remarks from the Wired piece: *** “It was less intimidating having the electric motor, not some loud clanky gas engine…It really makes it easy to focus on flying.” *** Flight schools, are you listening? *** Post Script: Remember those early photos of the first days of flight with delicate, boxy-shaped biplanes like the Wright and Curtiss Flyers? Check out this video: it shows several of Yuneec’s electric-powered flying vehicles at Yuneec’s factory unveiling, at what has to be the world’s first all-electric meet. *** You’ll notice two things at least: how well all the vehicles fly, even the power-pack paragliders, in the stiff wind (check out the smoke trails); and how you can barely hear any noise at all, even on the low passes. *** Now imagine it’s 2110, and your descendants are looking at this tiny, funky old internet video and marveling that we flew such primitive electric birds. Then try to imagine what they might be flying. Fun, huh?

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One of the interesting speculations in a recent Wired magazine article on the E-Spyder electric ultralight being developed by Flight Design USA‘s (and FlightStar Aircraft‘s) Tom Peghiny invokes turning the lemony limited range of current early electric aircraft into the lemonade of broadly-applied commercial use — specifically in flight schools. *** The first production E-Spyder, soon to be sold for around $30K, will have no more than 30 minutes of range. Yuneec’s two-seat E430, now scheduled for 2012 debut, aims for a 2 hour flight endurance. *** But two hours clearly is more than enough for the typical local flight lesson. And with spare — and charged — battery pack modules ready to go to quick-swap out of electrical “fuel tanks”, flight schools could run training ops as easily as their current gas engined counterparts. *** No distracting engine noise and frame vibration; no lean/enrich fuel settings; no starter motors or smelly exhausts to deal with.

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Traffic Alerts Now Show on Dynon’s Skyview

By James Lawrence || Leave a Comment

Typical Dynon SkyView screen…TCAS symbols not yet available.

Top glass panel maker Dynon
just updated its SkyView panels to include air
traffic alert and graphic display, just like the TCAS
(Traffic Collision Avoidance System) the big boys have… although for many more
Grover Clevelands *** Traffic

targets will show up on SkyView’s moving maps and
synthetic vision displays as standard TCAS I symbols, identify the
location, severity of the threat, distance, vertical separation and heading of
any aircraft within the traffic system range.
Nothing like having your own radar-like warning system in
flight. *** “Within the United States, SkyView displays TIS traffic when connected to Dynon Mode-S transponders or a Garmin GTX 330 Mode-S transponder,” stated Dynon. TIS is a ground-based system available in all Class B and some Class C airspace where most traffic conflicts arise.
***
SkyView can also receive traffic information from a Zaon
XRX PCAS passive traffic receiver, a Navworx
ADS-B receiver, a Trig
ADS-B receiver, or any device that outputs the industry standard
GTX 330 TIS
traffic format. Essentially this means SkyView’s new traffic feature

can be used worldwide. *** The new traffic feature comes with all Version 2.6 software, available
now on all new SkyView units and downloadable for
free for current SkyView owners.

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Top glass panel maker Dynon just updated its SkyView panels to include air traffic alert and graphic display, just like the TCAS (Traffic Collision Avoidance System) the big boys have… although for many more Grover Clevelands *** Traffic targets will show up on SkyView’s moving maps and synthetic vision displays as standard TCAS I symbols, identify the location, severity of the threat, distance, vertical separation and heading of any aircraft within the traffic system range. Nothing like having your own radar-like warning system in flight. *** “Within the United States, SkyView displays TIS traffic when connected to Dynon Mode-S transponders or a Garmin GTX 330 Mode-S transponder,” stated Dynon. TIS is a ground-based system available in all Class B and some Class C airspace where most traffic conflicts arise. *** SkyView can also receive traffic information from a Zaon XRX PCAS passive traffic receiver, a Navworx ADS-B receiver, a Trig ADS-B receiver, or any device that outputs the industry standard GTX 330 TIS traffic format.

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WIRED Gets Air-Wired

By James Lawrence || Leave a Comment

Following up on my post two days ago, I’m happy to report Wired magazine just ran a story online about the Yuneec E-Spyder that Tom Peghiny of Flight Designs has been developing for them. The story has several excellent photos and it’s a good write-up, so click on over there to see how the mainstream media is helping push public awareness of electric aviation. *** Here’s the Wired video of the E-Spyder that ought to whet your appetite for electric flight…I can’t wait to get back to the states and get over to Tom’s to do my own story on it.

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Following up on my post two days ago, I’m happy to report Wired magazine just ran a story online about the Yuneec E-Spyder that Tom Peghiny of Flight Designs has been developing for them. The story has several excellent photos and it’s a good write-up, so click on over there to see how the mainstream media is helping push public awareness of electric aviation. *** Here’s the Wired video of the E-Spyder that ought to whet your appetite for electric flight…I can’t wait to get back to the states and get over to Tom’s to do my own story on it.

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Wired Gets Air-Wired

By James Lawrence || Leave a Comment

Following up on my post two days ago, I’m happy to report Wired magazine just ran a story online about the Yuneec E-Spyder that Tom Peghiny of Flight Designs has been developing for them. The story has several excellent photos and it’s a good write-up, so click on over there to see how the mainstream media is helping push public awareness of electric aviation. *** Here’s the Wired video of the E-Spyder that ought to whet your appetite for electric flight…I can’t wait to get back to the states and get over to Tom’s to do my own story on it.

Update 10/29/10 — After Jim Lawrence and I did our bits on the E-Spyder and electric airplanes, Wired blogger Jason Paur wrote another piece for Wired Autopia that represents more great reading you should check out. Jason’s newest article summarizes all the electric-powered light aircraft developments quite well. —DJ

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Following up on my post two days ago, I’m happy to report Wired magazine just ran a story online about the Yuneec E-Spyder that Tom Peghiny of Flight Designs has been developing for them. The story has several excellent photos and it’s a good write-up, so click on over there to see how the mainstream media is helping push public awareness of electric aviation. *** Here’s the Wired video of the E-Spyder that ought to whet your appetite for electric flight…I can’t wait to get back to the states and get over to Tom’s to do my own story on it. Update 10/29/10 — After Jim Lawrence and I did our bits on the E-Spyder and electric airplanes, Wired blogger Jason Paur wrote another piece for Wired Autopia that represents more great reading you should check out. Jason’s newest article summarizes all the electric-powered light aircraft developments quite well.

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E-Spyder Ready For Prime Time

By James Lawrence || Leave a Comment

photo courtesy Yuneec Aircraft and Flying Pages

*** Everyone interested in electric flight will want to know that the E-Spyder electric-powered ultralight is poised to enter the marketplace. *** A few days ago Tom Peghiny invited me out to Woodstock, CT, about three hours drive from my house, to fly the latest prototype (v. 3) of the venerable FlightStar ultralight. *** I had to pass since I was prepping for a family visit to Germany. *** Checking in from Hamburg, I found a post on his website from my pal and LSA colleague Dan Johnson, who scooped me on the following info: *** The E-Spyder will be marketed by Yuneec, which bought the rights to produce the design from Tom and continues development on several other projects: the graceful E430 S-LSA which has won several prizes already; E-PAC power backpack for paragliders; and electric motor systems for a variety of aviation applications. *** Originally tabbed for around a $25,000 price tag, latest word is the E-Spyder will price out under $30,000. It’s a single-seater that qualified for Part 103 ultralight status. *** Dan also reports the production prototype comes with longer wings (33 ft.) and a dresser drawer-like battery tray to completely enclose the power pack in the fuselage fairing. *** Other battery notes: fewer cells but greater overall capacity, simplifying the balancing process during charging (2-2.5 hours) which is important with lithium polymer (lipo) batteries. *** Weight-reducing modifications include thinner-wall 7075-T6 tubing, a carbon fiber sandwich fairing and a Mylar-laminate Dacron wing envelope. *** Refinements to the motor include a lower max RPM which allows it to spin a longer prop at greater torque. *** Tom wrote, “We have been flying a lot since finishing the plane in mid September.” So far Tom and team have taken 15 flights on the upgraded version. Flight testing so far has brought these numbers: a top speed of 52 mph; stall of 22 mph — you can almost run that fast!; 35mph cruise; flight duration of 20-35 minutes, less than the hour originally expected…but Dan quotes Tom as saying “We’ve been able to soar it in light thermals as it really wants to go up.” *** And since Tom’s place of business (Flight Design USA) gets its power from a company that generates 80% of it from windmill and some hydroelectric sources, you could say the E-Spyder almost literally flies on air.

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*** Everyone interested in electric flight will want to know that the E-Spyder electric-powered ultralight is poised to enter the marketplace. *** A few days ago Tom Peghiny invited me out to Woodstock, CT, about three hours drive from my house, to fly the latest prototype (v. 3) of the venerable FlightStar ultralight. *** I had to pass since I was prepping for a family visit to Germany. *** Checking in from Hamburg, I found a post on his website from my pal and LSA colleague Dan Johnson, who scooped me on the following info: *** The E-Spyder will be marketed by Yuneec, which bought the rights to produce the design from Tom and continues development on several other projects: the graceful E430 S-LSA which has won several prizes already; E-PAC power backpack for paragliders; and electric motor systems for a variety of aviation applications.

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Q: Aviation’s Big Challenge? A: Airplane Prices

By Dan Johnson || Leave a Comment

APA will be at Sebring 2011; stop by their booth and ask questions. photo courtesy Jim Koepnick and EAA

Prices go up; students go down. chart courtesy APA

Buy a boat? Or own a share of an airplane? chart courtesy APA

David Kruger is what you might call a data-intensive fellow. A technical background gives him a keener than usual understanding of the value of research. Also an enthusiast of flying LSA, David has invested considerable study into the influence of airplane cost on the pilot population. His analysis suggests partner ownership of an airplane offers a means to confront the problem. At the Midwest LSA Expo I chatted at length with David and his wife/partner, Jaquidon. *** David’s work is revealed in his white papers on the subject. The reports are well considered and researched; AOPA and EAA have recognized the value of his work. If you share the concern about the decrease in pilots, you should read his report on the cost of airplanes and another on reaching the immense population of so-called powersports enthusiasts. Many believe that if aviation is to grow we must look outside our own tightly-knit club. I present here a couple of APA’s charts. *** Simply put, David asserts that the cost of airplanes is closely linked to the decline in the number of students. He wrote, “The untreated underlying cause is the price of aircraft. Progressively fewer and fewer citizens can afford to fly.” Many of us already involved have figured some way to fly whether by renting, shared ownership, or buying lower cost aircraft such as used GA models or ultralights and Light-Sport Aircraft. Yet given that we have 600,000 pilots and 200,000 aircraft (approximately), two-thirds of us still don’t own an airplane. After the high-sales mark in the late ’70s, David wrote, “We did not suddenly and inexplicably lose our love of flying and desire to own aircraft; we started losing our ability to afford them.” *** David and his Aircraft Partnership Association have provided a means to begin a shared ownership arrangement. Using the Internet, APA identifies and links potential co-owners. Finding good, local partners is the tough part of shared ownership and the APA’s website highly automates the task; check out the testimonials. *** The chart comparing the cost of owning a boat put this in sharp focus for me. It shows that with three owners (a manageable partnership size, I feel) the cost to own a $140,000 high-end LSA is comparable to owning a $35,000 boat. It got my attention. Do you see this logic?

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David Kruger is what you might call a data-intensive fellow. A technical background gives him a keener than usual understanding of the value of research. Also an enthusiast of flying LSA, David has invested considerable study into the influence of airplane cost on the pilot population. His analysis suggests partner ownership of an airplane offers a means to confront the problem. At the Midwest LSA Expo I chatted at length with David and his wife/partner, Jaquidon. *** David’s work is revealed in his white papers on the subject. The reports are well considered and researched; AOPA and EAA have recognized the value of his work. If you share the concern about the decrease in pilots, you should read his report on the cost of airplanes and another on reaching the immense population of so-called powersports enthusiasts. Many believe that if aviation is to grow we must look outside our own tightly-knit club.

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Whirring into the Air on Electricity

By Dan Johnson || Leave a Comment

Prototype version #3 has longer wings and a slide-in battery box (circled) that greatly streamlines the look.

E-Spyder launches against a beautiful backdrop of New England fall colors.

The extended wings of E-Spyder #3 have sheared wingtips not unlike those used by the AirCam.

Spark Lamontange, pilot in these photos, was for years a partner in Flightstar Sportplanes. He’s highly accomplished in flying these models.

You’re probably aware of the auto industry’s billion-dollar bet on electric cars. Skeptics are plentiful. Same for airplanes. Despite doubts, even Cessna and Bye Energy are teaming up on an electric 172. Other LSA electric projects are also underway and it’s all good in my mind. *** Most e-powered aircraft remain in the future. Yet here today is the E-Spyder. You can place an order that’ll set you back less than $30,000. Plus it’s a true Part 103 ultralight meaning you don’t need no stinkin’ government license to fly it. *** I wish I lived closer to Woodstock Connecticut where co-developer Tom Peghiny is flying Yuneec’s E-Spyder along with a few trusted friends. The one they’re flying has longer wings and a battery-hiding compartment (top photo, circled). Tom wrote, “We have been flying a lot since finishing the plane in mid September.” So far Tom and team have taken 15 flights on the upgraded version. This prototype (#3) has many changes over the original that was shown at Airventure in 2009. Tom elaborated, “The structure uses a good bit of thin (0.9 mm/.035 inch) 7075-T6 tubing to reduce weight, a carbon sandwich fairing to reduce weight, light weight Mylar laminate Dacron wing covering. He also noted span has been stretched to 33 feet with the addition of the sheared wing tips. *** E-Spyder is much cleaner looking than before. “The battery has been moved to the fuselage to reduce drag and is now housed in a single battery box which slides in and out like a dresser drawer on rollers,” explained Tom. “The battery has additional capacity and uses fewer cells (18) which greatly simplifies the balancing during charging. Charging takes 2 to 2.5 hours depending on the discharge state.” *** Yuneec — which bought the airframe rights from Flightstar to pursue the electric-power project — has developed the motor to further reduce the maximum RPM, increasing the torque which allows a larger and even quieter propeller. *** All cool! But how does it fly? “The lower drag installation and the other changes to the aerodynamics make the aircraft really perform,” noted Tom. “We now have some performance numbers: top speed 52 mph; stall speed 22 mph; cruise speed 35 mph; climb 375 fpm; duration 20 to 35 minutes in calm air.” But for longtime soaring pilots like Tom and me, he saved the best for last, “We’ve been able to soar it in light thermals as it really wants to go up.” *** For green-tech enthusiasts he added one more comment: “We get our electricity from Community Energy which is 80% windmill and some hydroelectric, so we’ve been flying on windmill power.” Huh! Giant windmills power a small windmill (the prop) and man flies. Cool! [Update 10/27/10: Since I wrote the article above, noted writer Jason Paur has also flown the E-Spyder — the lucky guy! — and has written an excellent review. Catherina Centanni took the photos and they are some of the best I’ve seen. I encourage you to go to Wired.com and read this story. —DJ]

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You’re probably aware of the auto industry’s billion-dollar bet on electric cars. Skeptics are plentiful. Same for airplanes. Despite doubts, even Cessna and Bye Energy are teaming up on an electric 172. Other LSA electric projects are also underway and it’s all good in my mind. *** Most e-powered aircraft remain in the future. Yet here today is the E-Spyder. You can place an order that’ll set you back less than $30,000. Plus it’s a true Part 103 ultralight meaning you don’t need no stinkin’ government license to fly it. *** I wish I lived closer to Woodstock Connecticut where co-developer Tom Peghiny is flying Yuneec’s E-Spyder along with a few trusted friends. The one they’re flying has longer wings and a battery-hiding compartment (top photo, circled). Tom wrote, “We have been flying a lot since finishing the plane in mid September.” So far Tom and team have taken 15 flights on the upgraded version. This prototype (#3) has many changes over the original that was shown at Airventure in 2009.

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Part 103 Enthusiasm Continues; Welcome E-Spyder!

By Dan Johnson || Leave a Comment

Flightstar owner Tom Peghiny flew his E-Spyder for the first time on July 17th. Watch a video of E-Spyder‘s first flight. And watch next day flights. No gasoline was used in the making of these videos. Read FAQs on battery power.

Part 103 continues to step from the shadow of Light-Sport Aircraft. We’ve had aviation’s simplest rule (worldwide!) for 27 years and with few exceptions, most of those years saw Part 103 producers laboring in near-obscurity. *** Now, however, a new flurry of activity has developed at the beautiful intersection of genuinely lightweight aircraft with electric power. The very latest to roll into the spotlight is Flightstar‘s E-Spyder, which took its first flight today. E-power from Yuneec in China meets an all-American airframe. The accompanying photos show what a clean matchup these components achieve. *** Flightstar mounted the twin lithium polymer battery packs on either side of the design’s robust main fuselage tube. Electric motors are more user-friendly in nearly every way, but you have some new learning to do. For example, experts advise never allowing lithium polymer batters to drain completely. Fortunately, the Yuneec controlling hardware provides warning systems to help you manage this task. *** Batteries last for at least 500 cycle charges and Yuneec says this equates to 250+ hours of flying. That many hours using a small gasoline engine like the Rotax 277 would cost around $10,000 in fuel alone, plus oil, overhaul costs, spark plugs and more such that the up-front cost for batteries is the rough equivalent of buying fuel for a gasoline engine for many years… but you’ll never have to clean an oil mess.

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Part 103 continues to step from the shadow of Light-Sport Aircraft. We’ve had aviation’s simplest rule (worldwide!) for 27 years and with few exceptions, most of those years saw Part 103 producers laboring in near-obscurity. *** Now, however, a new flurry of activity has developed at the beautiful intersection of genuinely lightweight aircraft with electric power. The very latest to roll into the spotlight is Flightstar‘s E-Spyder, which took its first flight today. E-power from Yuneec in China meets an all-American airframe. The accompanying photos show what a clean matchup these components achieve. *** Flightstar mounted the twin lithium polymer battery packs on either side of the design’s robust main fuselage tube. Electric motors are more user-friendly in nearly every way, but you have some new learning to do. For example, experts advise never allowing lithium polymer batters to drain completely. Fortunately, the Yuneec controlling hardware provides warning systems to help you manage this task.

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Electric Cessna Skyhawk update

By James Lawrence || Leave a Comment

Keeping tabs on Cessna‘s electric C-172 project in collaboration with Bye Energy of Colorado, Bye just announced it will make a presentation at the annual NBAA (National Business Aviation Association) convention this that’s going on right now in Atlanta. *** Bye Energy as I’ve blogged in the past is working on electric and electric-hybrid propulsion systems for LSA and light GA airplanes under the banner of its The Green Flight Project announced earlier this year. *** The latest news is the electric Skyhawk will fly in the first quarter of 2011. *** George Bye, CEO, had this to say recently: “This is an ambitious effort, but we are continuing to uncover additional efficiencies with electric-powered flight,” he said. “We are grateful to Cessna for its continued collaboration and support.” *** Cessna’s head honcho Jack Pelton added: “Bye Energy’s progress toward first flight of the electric Cessna 172 demonstrator is encouraging news for the future of mainstream general aviation.” *** Backgrounder: More than 43,000 Skyhawks have com off the line since 1955. *** The electric version could evolve to a four-hour flight time performance. Reports are, given the sobering realities of current battery technology limitations, the first “electric” Cessna will in fact fly with a hybrid engine (jet-fuel/electric a la Toyota Prius). *** Here’s a video from Bye.

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Keeping tabs on Cessna‘s electric C-172 project in collaboration with Bye Energy of Colorado, Bye just announced it will make a presentation at the annual NBAA (National Business Aviation Association) convention this that’s going on right now in Atlanta. *** Bye Energy as I’ve blogged in the past is working on electric and electric-hybrid propulsion systems for LSA and light GA airplanes under the banner of its The Green Flight Project announced earlier this year. *** The latest news is the electric Skyhawk will fly in the first quarter of 2011. *** George Bye, CEO, had this to say recently: “This is an ambitious effort, but we are continuing to uncover additional efficiencies with electric-powered flight,” he said. “We are grateful to Cessna for its continued collaboration and support.” *** Cessna’s head honcho Jack Pelton added: “Bye Energy’s progress toward first flight of the electric Cessna 172 demonstrator is encouraging news for the future of mainstream general aviation.” *** Backgrounder: More than 43,000 Skyhawks have com off the line since 1955.

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So Long GPS MAP 496; Hello New Aera!

By Dan Johnson || Leave a Comment

Arguably the most common instrument in Light-Sport Aircraft is the GPSMAP496. all photos courtesy Garmin

The panel-mounted 696. Price: $2,895 to $3,595

Garmin’s aera, introduced at the 2009 AOPA Summit. Price: $875 to $2,199

Garmin is a company that, like its contemporaries in the computer or smartphone industries, does not sit still for long. Innovations and upgrades happen swiftly. *** Over the years, Garmin has become a staple of Light-Sport Aircraft. Stick your head inside the cockpit of virtually any SLSA and you’ll probably see a Garmin 296, 396, 496, or 495. The handheld gizmos are ubiquitous, often nestled securely in their panel-mounted

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Garmin is a company that, like its contemporaries in the computer or smartphone industries, does not sit still for long. Innovations and upgrades happen swiftly. *** Over the years, Garmin has become a staple of Light-Sport Aircraft. Stick your head inside the cockpit of virtually any SLSA and you’ll probably see a Garmin 296, 396, 496, or 495. The handheld gizmos are ubiquitous, often nestled securely in their panel-mounted

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“What Are You Doing, Maverick?!”

By James Lawrence || Leave a Comment

The Maverick flying car I’ve blogged about in the past has been all over the news lately for having trumped the competition by being the first to market with a viable land/sky vehicle (it’s ASTM certified SLSA #110), at a viable price ($84,000), and in a functional, and dare I say it, wildly fun way. *** Maverick climbs out with gustoTechnically, it’s classified in the powered parachute category (PPC), eminently logical since that’s what it is! *** Maverick is in essence a four-wheeled dune buggy with a big pusher prop, rugged off-road suspension, and an easily-deployed paraglider-like canopy that gives the car it’s airborne capabilities, but stows neatly on top of the car when more earthly thrills, or a visit to a third-world native village to do good works, (its design “mission”), are desired. *** Dan Johnson put up a broader post on it recently, but I didn’t want to miss the chance to share this fun video again of the Maverick in action (scroll down to the end of this article). Very impressive the way it handles the sandy road, and there are other vids of the test program and airshow visits too. *** Since it’s approved by the DOT (Dept. of Transportation) for travel, you’re good to go on land and in the air. *** As far as the water, I’d assumed it couldn’t be fit out with floats due to the difficulties (impossibility) of launching a wet para-canopy. Au contraire, airheads. *** Two for the road In fact, there are floats too, for “river crossings.” Given the unimproved terrain capability the Maverick was designed for, this is an important capability. *** I thought about this for a couple seconds then had a Homer Simpson “Doh!” moment: We don’t need no steenking parasail canopy at all! Just drive the vehicle onto the floats and boat over, using the prop for thrust, to the other shore or around a calm bay or lake. Launches on water with the para-wing on land should be possible, too… but I would imagine tricky, which means lots of folks will be trying it. Should make for some interesting YouTube moments down the road. *** It’s no doubt illegal to drive a prop-boat around on some lakes but that’s another galaxy to explore on the local level. *** Anyway, now I can say, “Maverick: for land, sea, and sky.” Even cooler. *** Maverick without it’s Ninja suitAnother attraction for non-pilots should be how easy it is to transfer skills they already have: steering with a wheel and using a foot pedal for power. *** As diehard PPC pilots will tell you, a few hours of basic airmanship training are all it takes for this Everyfolk vehicle to be safely flown. Of course, complete Sport Pilot training is required to fly it legally, but while you’re training, nothing to keep you from blasting around in the boonies, eh?  *** Wired Magazine reports that Itec, the parent company, says government and law enforcement agencies are looking into the Maverick. *** Seems logical with all the viable applications for this simple flying vehicle: fence line perimeter patrol for ranchers; spotting fires; patrolling pipelines and power lines; flying out to car rallies in the boonies, of course; and civil air patrol spotting at a much lower cost… being able to lope along at what are near-stall speeds for typical GA airplanes could be a real boon for search and rescue. *** With the immense popularity of paragliding and the natural, if not entirely accurate, association people make between parachutes and safety, the Maverick could be a real sleeper that attracts a lot of buyers. *** —photos and video courtesy Itec

[UPDATE 1/15/10]: EAA recently added their own

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The Maverick flying car I’ve blogged about in the past has been all over the news lately for having trumped the competition by being the first to market with a viable land/sky vehicle (it’s ASTM certified SLSA #110), at a viable price ($84,000), and in a functional, and dare I say it, wildly fun way. *** Maverick climbs out with gustoTechnically, it’s classified in the powered parachute category (PPC), eminently logical since that’s what it is! *** Maverick is in essence a four-wheeled dune buggy with a big pusher prop, rugged off-road suspension, and an easily-deployed paraglider-like canopy that gives the car it’s airborne capabilities, but stows neatly on top of the car when more earthly thrills, or a visit to a third-world native village to do good works, (its design “mission”), are desired. *** Dan Johnson put up a broader post on it recently, but I didn’t want to miss the chance to share this fun video again of the Maverick in action (scroll down to the end of this article).

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Tim Casey Explains All-Things Garmin

By Dan Johnson || Leave a Comment

Tim Casey is just plain full of it. Garmin’s jovial, well-recognized manager of the instrument company’s aviation hand-held and LSA line of avionics products, is one knowledgeable character. In fact, he is so full of information that his one-hour seminar at the Midwest LSA Expo only scratched the surface of the seemingly limitless capabilities of the company’s digital instrument line. For example, synthetic vision comes preinstalled on the G3X and if you want, the Garmin unit can even be wired to show the closure of doors. *** I enjoyed his review of the Garmin G3X line used in some LSA and plenty of homebuilt aircraft. It’s a deluxe system that costs $14,500 for the full dual-screen unit… BUT, if you act before the end of 2010, you can secure a whopping 25% discount, saving you $3,600. Garmin also makes the increasingly common GPSMap 696, or the 496 used in a large number of LSA. In his talk, Tim touched on those products and the handheld Aera, my personal favorite with its touchscreen interface that works similarly to my iPhone. *** In a comment certain to warm the heart of a pilot, Tim noted, “The software engineers as well as the hardware, mechanical, and systems engineers behind the company’s G3X systems are all airplane builders.” In a similar vein, he explained that Garmin stitches together features from many other databases including maps, of course. “We have no less than 45 cartographers to handle these duties,” Casey added. *** G3X comes with all engine software preinstalled for the Rotax, Jabiru, Continental, and Lycoming. Of course, you’ll need the correct engine probes and sensors — the same as any engine gauge, even an analog gauge. In addition, Garmin recently added a fuel calculator to speed awareness of this important parameter. And, the GPS giant added the opportunity to create several checklists; you build your own using your laptop or desktop computer. *** In one hour, Tim could not possibly review all the features of Garmin avionics, which explains why you really need to visit Garmin’s mini-website for these devices.

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Tim Casey is just plain full of it. Garmin’s jovial, well-recognized manager of the instrument company’s aviation hand-held and LSA line of avionics products, is one knowledgeable character. In fact, he is so full of information that his one-hour seminar at the Midwest LSA Expo only scratched the surface of the seemingly limitless capabilities of the company’s digital instrument line. For example, synthetic vision comes preinstalled on the G3X and if you want, the Garmin unit can even be wired to show the closure of doors. *** I enjoyed his review of the Garmin G3X line used in some LSA and plenty of homebuilt aircraft. It’s a deluxe system that costs $14,500 for the full dual-screen unit… BUT, if you act before the end of 2010, you can secure a whopping 25% discount, saving you $3,600. Garmin also makes the increasingly common GPSMap 696, or the 496 used in a large number of LSA.

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Copperstate 2010 Is Coming Next

By Dan Johnson || Leave a Comment

The name Copperstate becomes clear with this beautiful photo of a B-25 near Sedona, Arizona. all photos courtesy Copperstate Fly-In, Inc.

During my recent appearance on the Powered Sport Flying (Internet) Radio Show, I said I remained amazed that although the western U.S. has a large share of all pilots and airplanes in the country, no western airshow seems to have taken off the way Sun ‘n Fun or AirVenture has. True enough, no west-of-the-Mississippi event comes close in size to the eastern shows, but my comments weren’t fair to steady work by organizers of Copperstate, an event with a 37-year history (nor to the even-larger and older Arlington show or the Golden West event.) These western shows may not be huge, but they reveal an aviation passion. *** This year’s Copperstate will be held in Casa Grande, Arizona — just south of Phoenix — from Thursday, October 21st through Saturday, October 23rd. The 2009 edition reported “more than 6,500 attendees.” I spoke with new LSA enthusiast Steve Bass, Copperstate Fly-In Vice President and Light Sport & Ultralight Committee Chairman. He told me, “Though I have flown Pipers, Cessnas and owned a Beech, I have always had a fascination with weight-shift trikes.  About a year and a half ago I took trike flight instruction and purchased a used trike, which is now based in a hanger at the Chandler, Arizona airport.” *** The southwestern show has long had a focus on the light end of aviation but it needed fresh leadership. “Copperstate wanted me to come in and breathe some life back into their Ultralight segment and they were, of course, including Light Sport Aircraft in that description,” explained Steve. *** Copperstate 2010 expects 50 commercial exhibitors will showcase the latest aviation products. They forecast more than 350 aircraft, 200 of which will be show planes vying for awards. Steve finished, “The Copperstate Fly-In is recreational aviation at its best — powered parachutes, ultralights, Light-Sport, experimental, certified, classic, vintage and warbirds.” Aircraft demonstration flights and helicopter rides will take place daily. In addition, they’ll produce more than 70 educational forums and from my visits to this event, southern Arizona’s weather is close to perfection in late October.

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During my recent appearance on the Powered Sport Flying (Internet) Radio Show, I said I remained amazed that although the western U.S. has a large share of all pilots and airplanes in the country, no western airshow seems to have taken off the way Sun ‘n Fun or AirVenture has. True enough, no west-of-the-Mississippi event comes close in size to the eastern shows, but my comments weren’t fair to steady work by organizers of Copperstate, an event with a 37-year history (nor to the even-larger and older Arlington show or the Golden West event.) These western shows may not be huge, but they reveal an aviation passion. *** This year’s Copperstate will be held in Casa Grande, Arizona — just south of Phoenix — from Thursday, October 21st through Saturday, October 23rd. The 2009 edition reported “more than 6,500 attendees.” I spoke with new LSA enthusiast Steve Bass, Copperstate Fly-In Vice President and Light Sport & Ultralight Committee Chairman.

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Falcon 2.0 First To Fly Lycoming 0-233

By James Lawrence || Leave a Comment

Falcon 2.0 makes maiden flights with Lycoming’s IO-233-LSA 116-hp engine.

Lycoming’s new IO-233.

Attendees check out the 233 at Midwest LSA Expo.

I got an email today from Christopher “Doc” Bailey of Renegade Light Sport that the Falcon 2.0 just made its maiden flights with the brand new Lycoming IO-233-LSA engine. *** A video Doc linked to me gives the salient details. The Falcon LS was initially imported by T&T Aviation which sold the distributorship and inventory to Doc and his partners last July, as posted here earlier.

You can read more on Doc’s ambitious plans to market 100 of these beauties with standard synthetic vision EFIS panels from Grand Rapids Technologies for $125,000 in my column due out next month.

Falcon is the very first airplane to fly with the Lyc 233. Renegade is working with Lycoming and Champion Electronics to develop it. *** “We’ll fly it over the next few months,” says interviewer and 35 year Aeronautical Engineering Professor Fred Schieszer, “and report back to Lycoming and Champion, which is developing the electronic ignition system. But after today’s flights, everybody has big smiles!” *** Test pilot Rob Runyon made four hops totaling thirty six minutes.  “Liftoff took 500 to 600 ft from a standing start, about the same amount of time as it took me to throttle all the way in, under 10 seconds.” *** “Max level power came at around 2400 rpm,” he continues. “It doesn’t wind up like the Lycoming 235, which might be a prop difference. It accelerates to 110 knots and keeps going; in the pattern, you have to get right out of the power, like a jet, or the speed will wind up on you. To keep it in flap range, throttle back to 2000 rpm.”

Runyon used 40 degrees of flaps and stayed high on short final intentionally. He’d been advised by Doc Bailey not to land at idle, given the gusty winds. *** “I approached at 70 and touched down around 55.” *** The Lycoming IO-233 makes the airplane a little lighter in the nose and balances within an inch of the original IO-235 installation. The engine weighs 38 pounds less, helping keep empty weight around 800 pounds, yet it still delivers 116 horsepower. The maidens are an important step in bringing the Falcon 2.0 to market after a false start with the previous importers. *** And if this beauty flies half as good as it looks, and the economy gathers steam, the biggest challenge for this ASTM-certified (with the O-235) sport flyer would seem to be simply getting it into production.

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I got an email today from Christopher “Doc” Bailey of Renegade Light Sport that the Falcon 2.0 just made its maiden flights with the brand new Lycoming IO-233-LSA engine. *** A video Doc linked to me gives the salient details. The Falcon LS was initially imported by T&T Aviation which sold the distributorship and inventory to Doc and his partners last July, as posted here earlier. You can read more on Doc’s ambitious plans to market 100 of these beauties with standard synthetic vision EFIS panels from Grand Rapids Technologies for $125,000 in my column due out next month. Falcon is the very first airplane to fly with the Lyc 233. Renegade is working with Lycoming and Champion Electronics to develop it. *** “We’ll fly it over the next few months,” says interviewer and 35 year Aeronautical Engineering Professor Fred Schieszer, “and report back to Lycoming and Champion, which is developing the electronic ignition system.

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First Flight of Lycoming O-233 LSA Powerplant

By Dan Johnson || Leave a Comment

Liftoff! …for the first time with the Lycoming O-233 LSA engine.

UCM professor Fred Schieszer interviewed test pilot Rob Runyon (C) and chief mechanic David Costello.

photo courtesy Lycoming

Renegade owners Frosty Hoefer (C) and Chris Doc’ Bailey (R). Catch the whole video interview.

October brought the first flight of the Lycoming O-233 in a Falcon Light-Sport Aircraft. This adds the famed Lycoming nameplate to a stable of LSA powerplant brands including Rotax, Jabiru, and Continental plus the CubCrafters CC340 engine. To these, we can now add the Lycoming O-233 LSA engine. *** “Our first flight flew well right out of the box,” reported test pilot Rob Runyon. “The O-233-powered Falcon performed well. I have no squawks.” On the maiden flight, the Lycoming O-233-powered Falcon logged 0.6 hours doing four take offs and landing. Runyon said it was a gusty day (15G23) but the Falcon handled well. “It was fun to be 1,000 AGL by the end of a 4,000 runway. I saw acceleration through 80 knots at 1,500 fpm. It went right to 110 knots and felt like it could hit 120 knots.” *** Of 110 LSA models on the market, the flight of the Falcon represents a first for Lycoming (although a Florida RV-9 ELSA was fitted and flown with the older O-235). *** Chris “Doc” Bailey and Frosty Hoefer are the owners of Renegade Light Sport LLC, which is organizing to build the Falcon in Lee’s Summit, Missouri. When the Falcon was introduced to America, Bailey was a distributor for T&T Aviation. But recently he reported, “I was able to buy T&T’s distributorship and entire inventory.” T&T started the work with the Lycoming four-cylinder engine and Bailey’s Missouri team has now taken over its development. *** Bailey says they can install either O-235 or the O-233 but the newer engine, “has knocked off almost 40 pounds off by lightening components like the flywheel. It has CDI ignition and a fuel injection package is expected in November.” *** At a max continuous power setting of 2400 rpm, the O-233 provides 100 horsepower although max power available is 115 mph at 2800 rpm. The extra boost pays off in fast climb but test pilot Runyon said you need to back off to about 2000 rpm in the pattern or the Falcon will speed right to 120 knots. Fuel burn at 2400 rpm is 5.2 gph, stated Bailey. The direct-drive (no gearbox) O-233 sets a new benchmark for LSA powerplants with a 2,400-hour TBO. Renegade Light Sport reports working closely with Lycoming and Champion Aerospace to develop this engine and its ignition system.

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October brought the first flight of the Lycoming O-233 in a Falcon Light-Sport Aircraft. This adds the famed Lycoming nameplate to a stable of LSA powerplant brands including Rotax, Jabiru, and Continental plus the CubCrafters CC340 engine. To these, we can now add the Lycoming O-233 LSA engine. *** “Our first flight flew well right out of the box,” reported test pilot Rob Runyon. “The O-233-powered Falcon performed well. I have no squawks.” On the maiden flight, the Lycoming O-233-powered Falcon logged 0.6 hours doing four take offs and landing. Runyon said it was a gusty day (15G23) but the Falcon handled well. “It was fun to be 1,000 AGL by the end of a 4,000 runway. I saw acceleration through 80 knots at 1,500 fpm. It went right to 110 knots and felt like it could hit 120 knots.” *** Of 110 LSA models on the market, the flight of the Falcon represents a first for Lycoming (although a Florida RV-9 ELSA was fitted and flown with the older O-235).

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SportairUSA Expands to GA

By James Lawrence || Leave a Comment

Sting S4

Those hardworking Sportair guys at North Little Rock Municipal Airport (KORK) in Arkansas are serving more notice that they intend to stay around for the long haul. *** The purveyor of fine LSA (Sting Sport, Sirius, iCub and SeaRey amphib) is now an official FAA-certificated Repair Station for the general aviation community as well. *** The company has been in the aviation biz for 20 years. Ralph Murphy, former Account Manager for a major avionics shop, just joined the party to head the avionics department, which sells, installs, upgrades, repairs and services avionics, radios, instruments, autopilots and related airframe mods. *** Sportair’s President Bill Canino, an ex-USAF and National Guard pilot who’s flown some of the great military airplanes of the 20th Century …and loves flying around in the iCub (that’s him in the rear seat)… says “We have the facilities, the staff and the experience to keep your avionics in tip-top shape.” *** Aircraft owners can get everything from GPS systems to autopilots to glass cockpits to engine monitors and more sold and serviced. *** Larry Martin, head of marketing for Sportair, emailed to tell me there’s a new website, too. Check it out.

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Those hardworking Sportair guys at North Little Rock Municipal Airport (KORK) in Arkansas are serving more notice that they intend to stay around for the long haul. *** The purveyor of fine LSA (Sting Sport, Sirius, iCub and SeaRey amphib) is now an official FAA-certificated Repair Station for the general aviation community as well. *** The company has been in the aviation biz for 20 years. Ralph Murphy, former Account Manager for a major avionics shop, just joined the party to head the avionics department, which sells, installs, upgrades, repairs and services avionics, radios, instruments, autopilots and related airframe mods. *** Sportair’s President Bill Canino, an ex-USAF and National Guard pilot who’s flown some of the great military airplanes of the 20th Century …and loves flying around in the iCub (that’s him in the rear seat)… says “We have the facilities, the staff and the experience to keep your avionics in tip-top shape.” *** Aircraft owners can get everything from GPS systems to autopilots to glass cockpits to engine monitors and more sold and serviced.

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Maverick First to Market as LSA “Flying Car”

By Dan Johnson || Leave a Comment

Terrafugia has been getting tons of press and no wonder. The MIT brain trust developing the Transition is breaking new ground in numerous ways. While we await their sophisticated “roadable airplane,” a simpler flying car concept won its SLSA approval on September 28, 2010. Entering the SLSA List at #110… welcome I-tec Maverick. Like Transition, this is one clever critter.

Unlike Transition, Maverick does not need to meet federal motor vehicle standards. It’s classified as a kit car and is thereby exempt from those onerous requirements. Though I-tec Design Manager Troy Townsend drove it 1,400 miles from central Florida to Oshkosh, Maverick was created to be more of an off-road vehicle. Company videos appear to show Maverick is well suited to this role (plus they’re well edited and fun to watch).

“The Orlando office of the FAA issued an historic Special Light Sport Aircraft airworthiness certificate to I-tec,” stated the company. Troy clarified saying this was “the first-ever certificate issued for a vehicle that drives and flies.”

Maverick is the culmination of six years of R&D by I-tec — the Indigenous Peoples’ Technology and Education Center — a Christian non-profit humanitarian organization based in Dunnellon, Florida. I-tec is lead by Steve Saint who spent his youth in the frontier regions of Ecuador. He identified many of the primary requirements for what he calls a “frontier vehicle.” It must be rugged, and be easy to service in remote areas; use widely available automotive fuel; and be able to fly over terrain when the roads fail. Maverick fits the bill.

Maverick’s patented “Dual Drive System,” with “Integrated Controls” — meaning it drives and flies using the same steering wheel and gas pedal. Powered by a 128-hp engine, the 900-pound Maverick can reach 80 mph on pavement.

For pilots, the “Wing Deployment System” makes Maverick distinct. A carbon fiber mast telescopes up (see photo) and by crossing the mast with a span bow at the leading edge, Maverick can maintain its parachute aloft after landing. This permits the flying dune buggy to land in a tiny space with rough terrain that would not allow conventional lay out of a parachute canopy.

The project aimed to fill a need for frontier transportation. The organization didn’t set out to become a manufacturer. So I-tec is entertaining the possibility of licensing production to an outside entity in order to concentrate on its “engineering ministry” focused on health care for people beyond the reach of medical services.

Priced at $84,000, a few early buyers can qualify for $79,000.

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Terrafugia has been getting tons of press and no wonder. The MIT brain trust developing the Transition is breaking new ground in numerous ways. While we await their sophisticated “roadable airplane,” a simpler flying car concept won its SLSA approval on September 28, 2010. Entering the SLSA List at #110… welcome I-tec Maverick. Like Transition, this is one clever critter. Unlike Transition, Maverick does not need to meet federal motor vehicle standards. It’s classified as a kit car and is thereby exempt from those onerous requirements. Though I-tec Design Manager Troy Townsend drove it 1,400 miles from central Florida to Oshkosh, Maverick was created to be more of an off-road vehicle. Company videos appear to show Maverick is well suited to this role (plus they’re well edited and fun to watch). “The Orlando office of the FAA issued an historic Special Light Sport Aircraft airworthiness certificate to I-tec,” stated the company.

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Smooth Ekolot Topaz Makes First U.S. Appearance

By Dan Johnson || Leave a Comment

Just when you thought the LSA industry was running out of models (109 presently show on our SLSA List)… here comes one of the sharpest examples I’ve seen. NIU Group used the Midwest LSA Expo as the venue to debut an airplane I’ve seen in Europe (more than 100 flying). Previously in the U.S., we have seen the Junior from the same company.

In the accompanying photos we see the top-of-the-line Topaz and a handsome machine it is, both outside and inside. With its automotive-styled, leather-trimmed interior, Topaz presents an attention-getter for any airport ramp and the Midwest LSA Expo was no exception. Attendees were drawn to the gorgeous new LSA represented by Krzysztof Siuba. He’s aware his first name is difficult for Americans, so he just says, “Call me Kris.” Whew! Good.

As with many European producers, Poland-based Ekolot has experience with sailplanes and the composite finish shows a glider producer’s attention to an exceptionally smooth finish. Get factory tech specs (metric) but the U.S. translation is: wing span 35.3 feet; wing area 109 square feet; gross weight 1,232 pounds (per Kris, factory specs show the Euro microlight figure of 992 pounds); empty weight 639 pounds, meaning Topaz has a useful load of 593 pounds and a payload with full fuel of 485 pounds; fuel 18 gallons, cruise 123 mph (107 knots); climb 1,575 fpm; stall 34 mph. Standard power is the 80-hp Rotax 912 with a three-blade composite prop.

For the largest Americans the interior may feel small but most will enjoy the striking cabin. Many clever features are revealed and the Topaz is worth a closer look. It is sold standard with an whole-airframe emergency parachute.

A glider pilot, Kris is presently working through the ASTM process and preparing the plane and his enterprise for American sales.

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Just when you thought the LSA industry was running out of models (109 presently show on our SLSA List)… here comes one of the sharpest examples I’ve seen. NIU Group used the Midwest LSA Expo as the venue to debut an airplane I’ve seen in Europe (more than 100 flying). Previously in the U.S., we have seen the Junior from the same company. In the accompanying photos we see the top-of-the-line Topaz and a handsome machine it is, both outside and inside. With its automotive-styled, leather-trimmed interior, Topaz presents an attention-getter for any airport ramp and the Midwest LSA Expo was no exception. Attendees were drawn to the gorgeous new LSA represented by Krzysztof Siuba. He’s aware his first name is difficult for Americans, so he just says, “Call me Kris.” Whew! Good. As with many European producers, Poland-based Ekolot has experience with sailplanes and the composite finish shows a glider producer’s attention to an exceptionally smooth finish.

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Jabiru-Powered Rans S-19 Is Simply Superb

By Dan Johnson || Leave a Comment

Rans makes the S-19 kit; Jabiru provides the “go” for this one.

Pete Krotje (L) and Mark Stauffer remove the cowling for our camera.

Six cylinders of gleaming power provide 120 horsepower.

Pilots seem to love more power. All other things being equal, a more potent engine is preferred to one with less power. Pilots also like sweet-handling airplanes. So, put 20 more horses in front of the S-19 Venterra and you’ve really got something. *** At the recent Mt. Vernon Midwest LSA Expo, I got to fly with Mark Stauffer in the Rans S-19 Venterra powered by the 120-hp Jabiru 3300. Saturday was beautiful and a great day for flying, but it wasn’t just the agreeable weather that caused me to land (quite well, thank you) with a big smile on my face. This combo is darn near perfect, in my opinion. Now, I’m also a fan of Rotax’s 912 series, but this six cylinder Jabiru engine was one of the few experiences I’ve had where the powerplant ran like the proverbial sewing machine. That comparison is often made but not always entirely factual. *** We flew slowly, down into the high 30 knot range and we flew fast, right up to the speed limit of LSA. Sweet throughout! At 2,850 rpm — where Jabiru establishes their maximum continuous power setting — we clipped along at a true airspeed of 120 knots at 4,500 feet MSL. You could consume more fuel and go somewhat faster (legally, since it’s above max continuous) but why would you? The 3300 Jabiru purred like a contented kitty and made minimal noise and almost no vibration. I can’t recall all the LSA flights I’ve made with different powerplants, but this had to be one of the very smoothest. *** Jabiru USA bought the S-19 (“at full retail”) from Rans to engineer the firewall-forward installation. The Shelbyville, Tennessee company makes a firewall-forward kit (FFK) for Zenith aircraft (CH-601, -650, -701, -750) plus other Rans models. With their FFK Jabiru USA supplies everything forward of the firewall except the nosewheel including a gutsy cowling modeled after the Arion Lightning also made in Shelbyville. *** Regular Rans S-19 factory pilot Tracy Standish put the 3300-powered S-19 through its paces and came away duly impressed, she said. Coming from a talented pilot of several Rans models, this means more than my enthusiasm. Tracy flew a Rotax-powered S-19 to the Midwest LSA Expo so her ability to compare was also better. *** After a few more hours of evaluation, Jabiru USA will sell the S-19 (as an amateur-built kit) and move on to other projects. If you want a terrific example of a Light-Sport Aircraft, you better call Jabiru USA now.

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Pilots seem to love more power. All other things being equal, a more potent engine is preferred to one with less power. Pilots also like sweet-handling airplanes. So, put 20 more horses in front of the S-19 Venterra and you’ve really got something. *** At the recent Mt. Vernon Midwest LSA Expo, I got to fly with Mark Stauffer in the Rans S-19 Venterra powered by the 120-hp Jabiru 3300. Saturday was beautiful and a great day for flying, but it wasn’t just the agreeable weather that caused me to land (quite well, thank you) with a big smile on my face. This combo is darn near perfect, in my opinion. Now, I’m also a fan of Rotax’s 912 series, but this six cylinder Jabiru engine was one of the few experiences I’ve had where the powerplant ran like the proverbial sewing machine. That comparison is often made but not always entirely factual.

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