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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Air Taxi or Air Funster? — 5 Models in Development, as Part 103 Multicopters Not Taxis

By Dan Johnson || 9 Comments

If you listen to perpetually-excited media, air taxis will soon be shuttling people hither and yon in all the big cities of the globe. Executives and shoppers will be whisked around downtown skyscrapers silently, quietly, swiftly, and the cost will be modest. Do you buy all that? I’m not holding my breath.

Oh, these air taxi vehicles are coming. I don’t doubt that, if for no other reason than they are absorbing vast amounts of money as people bet on some grand future where infotech merges with aviation to make flying vastly better and easier. It’s a fantastic dream and when smart people powered by enough money work on something long enough… something often happens.

Fine. That’s the sales pitch and apparently it’s working because more than 350 companies around the globe have raised billions of dollars to pursue their dreams yet the first entries remain far from market.

Several people at the very pinnacle of FAA have departed the agency and are now working for air taxi developers (naturally, they are often called by some term other than the mundane “air taxi” label). Even the late Acting Administrator Billy Nolan split for a big job at one of these companies.

Present-Day Reality

Let’s come back to reality in the world of light, recreational aviation. This is our space and I enjoy following it.

What we’ve got now is a total of five current entries in the Part 103 multicopter race. Think about that.

You never heard of these aerial contraptions until a very few years ago. Yet we have five entries purely as Part 103 vehicles. Honestly, I’ve watched closely and we’ve haven’t seen that many new Part 103 candidates in years.

What you have seen up close, I’m betting, is smaller “drones,” usually quad copters than can be flown with a radio-control aircraft handset. You may have flown or owned one.

I had a DJI Vision quadcopter for a while. I enjoyed flying it and used it to learn more about these things. Yet what I always wanted was a person-sized version that I could take for a local flight.

I’ve mentioned this fanciful dream to a number of aviators. If I ask fellow pilots if they would like to take one for a spin, the answer is commonly not only, “Yes,” but “Absolutely!” Of course, all of us who are similarly enthusiastic harbor concerns that the software must be exceptionally robust. It may be to that point now; I simply don’t know. When flight control software is highly reliable, these multicopters might become the safest aircraft you could fly.

When fully proven, lots of people may want to go aloft. In fact, I’ll bet hugely more people will do this than will go pay for conventional flying lessons.

Here are the five currently vying to capture your business:

  1. Lift Aircraft Hexa — my January 2022 article
  2. Opener BlackFly — my July 2018 article
  3. Jetson One — my February 2022 article
  4. Ryse Recon — mentioned in this January 2023 article
  5. Rotor X Dragon— covered in this article

This does not include models that have been discontinued — and yes, these were also Part 103 single seaters:

Rotor X Dragon

Here’s another producer you don’t know… well, maybe you do know them. You might not know Rotor X Aircraft but you’ve probably heard of RotorWay.

Rotor X’s Phoenix A600 Turbo aircraft on the ramp at home base in Chandler, Arizona.

In 2021, Rotor X Aircraft purchased kit helicopter company, RotorWay International, founded in 1961 by B.J. Schramm. Under the former and current brand, the company boasts a heritage of manufacturing the most produced two-seat kit helicopter in the world — “over 2,500 as of December 2022,” they claim. Based in Arizona, Rotor X Aircraft offers the two-seat Phoenix A600 kit turbo helicopter (nearby image).

Rotor X announced in 2021 that they would be “entering the electric air taxi market with an electric vertical takeoff and landing (eVTOL) quad-rotor helicopter.” A partner Rotor X teamed up with to fulfill this dream, Advanced Tactics, “secretly started developing an eVTOL ultralight kit passenger aircraft named Dragon,” reported Electric VTOL News.

Dragon is videoed while flying without a human occupant during preliminary evaluations.

Because Dragon is is a kit multicopter, “the company will also have builder assist and pilot training facilities in several locations in the USA including California, Arizona, Texas and Georgia.” A Dragon kit is predicted to ask only a week or two for assembly.

Likewise Rotor X said Dragon “requires only a few hours of training that includes following FAA Part 103 flight regulations for ultralight aircraft. No pilot license is required.” The company also announced plans to make a two-seat version of the Dragon aircraft for pilot training.

Rotor X said, “Dragon can carry one pilot who is over 6 foot-6 and weighs up to 250 pounds.” Dragon can fly “for up to 20 minutes depending on the weight of the pilot and the air density where the aircraft is flying.”

Development of Dragon eVTOL ultralight kit was funded entirely by Advanced Tactics, Rotor X reported. Dragon is licensed by Rotor X to produce, market, and sell. “The first production Dragon kit is expected to roll off the assembly line in Chandler, Arizona by the fall of 2023.” Pre-order price was stated at $85,000 “for the first 100 Dragon kits sold.” Then the kit price will rise to $99,000.

Ready to go along? Although the images here and on their website suggest Rotor X  and partner Advanced Tactics have a ways to go, the company answers the question, “When will production begin?” with, “It has already begun. First shipment will be August 2023.”

Hmmm, August this year looks interesting with Dragon’s first shipment and FAA’s Mosaic NPRM hitting the streets. Want to bet which comes first?

TECHNICAL SPECIFICATIONS:
Rotor X Aircraft Dragon Part 103 kit
all specification provided by the manufacturer

  • Aircraft type — eVTOL passenger multicopter
  • Occupants — 1 pilot
  • Maximum Speed — 63 mph (55 knots)
  • Flight Duration — 20 minutes
  • Empty Weight — <254 pounds
  • Maximum Payload — 250 pounds
  • Electric Motors & Propellers — 8
  • Battery Recharge Time — 2 hours, batteries can be quickly swapped
  • Fuselage Construction — Carbon fiber composite with canopy over cockpit
  • Landing gear — Fixed skid landing gear
  • Safety features — Distributed Electric Propulsion (DEP) so if one or more propellers (ducted fans) or motors fail, the other working propellers (or ducted fans) and motors can safely land the aircraft. There are also redundancies in the sub-systems of the aircraft. The aircraft has an emergency ballistic parachute.

Article Links:

  • Rotor X Dragon, company website
  • Info for other Part 103 multicopters — see links above

Compress Post ...

If you listen to perpetually-excited media, air taxis will soon be shuttling people hither and yon in all the big cities of the globe. Executives and shoppers will be whisked around downtown skyscrapers silently, quietly, swiftly, and the cost will be modest. Do you buy all that? I’m not holding my breath. Oh, these air taxi vehicles are coming. I don’t doubt that, if for no other reason than they are absorbing vast amounts of money as people bet on some grand future where infotech merges with aviation to make flying vastly better and easier. It’s a fantastic dream and when smart people powered by enough money work on something long enough… something often happens. Fine. That’s the sales pitch and apparently it’s working because more than 350 companies around the globe have raised billions of dollars to pursue their dreams yet the first entries remain far from market. Several people at the very pinnacle of FAA have departed the agency and are now working for air taxi developers (naturally, they are often called by some term other than the mundane “air taxi” label).

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Streaking through the Sky — Speedy Risen Continues our Top-50 Aircraft Series

By Dan Johnson || 16 Comments

When this series started, Icon’s shapely A5 LSA seaplane topped the list. Handsome as it is and like most seaplanes, A5 is not particularly fast. The subject of this second in the series of 50 aircraft is Porto Aviation’s Risen. You might say it is on the other end of the speed spectrum Risen rips!

This one challenges all others in the speed contest for LSA (and later, mLSA).

Our #2 video on Videoman Dave’s immense library has garnered 700,000 views. That’s particularly satisfying as Dave was able to use footage from my first solo video effort.

I was at Aero Friendrichshafen 2015 when Risen made its debut. Videoman Dave was not able to attend that year but I hit it off with developer Alberto Porto and he consented to work with me. I was just learning how to shoot a video so for this one to go over well speaks loudly about how much pilots love Risen. Who wouldn’t?

In this article I will update the subject aircraft you’ve enjoyed on video for eight years …yet I can do even better.

Updating Risen

I am further pleased about that 2015 Risen video becoming so popular because at Aero 2023, I again shot my own video and present it for you below. You can view and compare the 2015 Risen announcement and predictions with the current state of the art: SuperVeloce.

SuperVeloce can now be delivered with Rotax 915iS or 916iS.

In fact, the new video has enough quality information in it that I will summarize comments below and let you listen and watch for yourselves. Alberto’s English is good and you can understand him well. In this way you get the story directly from the designer.

Speed Range — Top end, using true airspeed, can exceed 240 knots! This number puts SuperVeloce in the league of Lancair and Glasair, owners of which have become Risen or SuperVeloce owners. True airspeed is different from indicated, as all pilots know. Alberto notes that never-exceed speed is 210 knots indicated. Risen achieved high speeds using only 100 horsepower from a carbureted Rotax 912ULS. Now with the 915iS and 916iS, power output jumps to 141 or 160 horsepower. Even with the most potent powerplant, SuperVeloce is far more fuel efficient than engines in a Lancair or Glasair.

Flower flaps extend deeply allowing generous airflow over the surface, greatly enhancing its efficiency. Note landing light on retractable gear leg.

Structural Upgrades — To accommodate so much extra oomph, SuperVeloce required significant engineering and analysis plus lots of testing. The wing got smaller but the fuselage stayed the same, visually. In fact, it had enhancements under the skin to strengthen SuperVeloce and to better protect it again flutter, a serious aerodynamic phenomena affecting faster aircraft. SuperVeloce and Risen are built primarily of carbon using monocoque construction where the fuselage body provides structural integrity.

Wing Changes — In addition to bolstering the underlying structure, Alberto reduced span from Risen to Superveloce by about a meter, more exactly 80 centimeters or 31.5 inches. When he did this, glide performance declined from 23:1 to 20:1, though that is still strong enough to enter motorglider territory.

Handling — Alberto notes that he cannot be impartial as Risen/SuperVeloce is his own design; to his credit, he acknowledged he is biased in favor of his creation. He defers to his customers for a more impartial view. Nonetheless, he expressed that he finds the handling easy and straightforward although he also cautions that to fly this airplane you must prepare. This is not an ultralight of the 1990s.

Fleet Size — Since its debut in 2015 (production started later), 29 Risen aircraft are flying in several countries. In the USA, Porto has registered 10 aircraft, a worthy number in such a short time for a premium aircraft.

Using a drone view, Risen and SuperVeloce are compared; note wings and tail sizes.

V-tail Advantages Description — Alberto’s choice of a V-tail was deliberate and built on experience from such legacy aircraft as Beechcraft’s Bonanza. Reducing three fins to two means less interference drag while losing no control. Pilots who are puzzled about how a V-tail mixes rudder and elevator input should simply fly conventionally, Alberto said. The mixer will do what you want. V-tails are known for their efficiency and that is a watchword of SuperVeloce’s development.

Enjoy the twin videos!

ARTICLE LINKS:

Here is the original debut video that YouTube viewers have enjoyed so much. Watch it one more time.

In the following brand-new video recorded in April 2023, learn how designer Alberto Porto upgraded his Risen into the high performing SuperVeloce. This 14-minute video is packed with information and many images.

Compress Post ...

When this series started, Icon’s shapely A5 LSA seaplane topped the list. Handsome as it is and like most seaplanes, A5 is not particularly fast. The subject of this second in the series of 50 aircraft is Porto Aviation’s Risen. You might say it is on the other end of the speed spectrum Risen rips! This one challenges all others in the speed contest for LSA (and later, mLSA). Our #2 video on Videoman Dave’s immense library has garnered 700,000 views. That’s particularly satisfying as Dave was able to use footage from my first solo video effort. I was at Aero Friendrichshafen 2015 when Risen made its debut. Videoman Dave was not able to attend that year but I hit it off with developer Alberto Porto and he consented to work with me. I was just learning how to shoot a video so for this one to go over well speaks loudly about how much pilots love Risen.

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Sparker to Ignite Mosaic’s Energy? New and Upgraded mLSA from TL Ultralight

By Dan Johnson || 16 Comments

At Aero Friedrichshafen 2023, visitors saw numerous aircraft that could qualify as Mosaic Light-Sport Aircraft or mLSA. In nearly every aisle of the several large halls of Aero, visitors and journalists could see entry after entry apparently made-for-Mosaic. Indeed, so many entries potentially qualify for this coming new segment that I ran out of time to examine all of them.

We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight’s enhanced Sparker.

The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax’s 915iS and 916iS engines.

With greater capacity and with 160 horsepower available, I’d call this a mLSA or Mosaic-ready Light-Sport Aircraft.

Sparker = mLSA

You already know Czech producer TL Ultralight. The European company dates to 1989 as the Berlin Wall fell. By 1991, TL-Ultralight began series production of a two-seat light aircraft that vaguely resembled a Rans S-6. TL 32 Typhoon was the first airplane to carry the TL trademark. By 1996 TL 96 Star was born as an all-composite low-wing monoplane.

TL Sport Aircraft’s line includes Sting (L) and Sirius (C) plus the Stream.

Sting arrived in North America as an LSA after the Sport Pilot/Light-Sport Aircraft rule was released in 2004. In a field that recently hit 158 models accepted by FAA, Sting was the #5 Special LSA to win approval. Sing S3/S4 was reapproved as #71 on my SLSA List and the high wing Sirius won approval at #103. Add several European approvals to see TL Ultralight is experienced in earning approval for their latest aircraft, Sparker.

The last aircraft released by TL in 2015 was Stream, their elegant take on a tandem-seating LSA. I flew with Trey Murdaugh, proprietor of TL Sport Aircraft, the North American representative for the brand. Read about that experience from spring 2022.

“Sparker is more than just an aircraft recertified to a higher take off weight,” reported Trey. The new entry is spacious and makes good use of the space and weight capacities. Additional take-off weight allows for a large luggage area that can hold 55 pounds in a space large enough for two sets of golf clubs. A smaller area up front can handle lightweight items you need in flight. Besides the additional load, you’ll be able to access the compartment through an exterior door, eliminating one annoying aspect of loading some low-wing aircraft, requiring that you kneel on the seats and sling bags over a bulkhead.

Sparker is fitted with three 10-inch Garmin G3X displays, Garmin GMC 507 autopilot, Garmin 245R ADSB in and out, Garmin radios, and an option for IFR flight with the Garmin GTN 650 avionics package. Dual side joysticks have various button controls.

Sparker’s fuselage is formed over a Kevlar shell, providing excellent protection for the crew compartment. TL engineered both Stream and Sparker to have crumple zones similar to modern autos to dissipate loads before they reach occupants.

Sparker is high end throughout. TL fitted luxury heated leather seats and in-cabin heat. Electric adjustable pedals make it easy to find the perfect fit.

What to Expect
in mLSA Prices

You surely realize that with a 175-knot cruise speed, a 160-horsepower modern computer-controlled engine, not one or two but three large Garmin G3X instruments, a Stratos emergency airframe parachute, and a luxurious interior — all this will not come cheap. Here’s another sure to exceed the $300,000 mark.

As I hear your groans over the prices we’ve seen in the newest Light-Sport Aircraft, please consider the prices on everything else you buy. Since Covid, many things you buy have gone up substantially in price; many items have doubled in price. That fact does not ease your financial burden and it certainly puts Sparker out of reach for some, maybe most pilots. That does not mean it is incorrectly priced; it simply may not fit your budget.

Perhaps the best news about Mosaic is that it will not negatively impact the LSA you have come to know and love. Many of those airplanes remain available at much more affordable prices. In addition, a growing number of used LSA are now available at even lower cost.

Yet if you have the budget or some partners, Sparker might be just the airplane to ignite your flying interests.

“The first Sparkers will come in under the Experimental Exhibition category,” said Trey. He and TL personnel will investigate mLSA approval after Mosaic is out.

Come EAA AirVenture Oshkosh 2023 in just a few weeks, we may find out if FAA’s promise will be kept. Last year the Mosaic Notice of Proposed Rule Making (NPRM) was predicted by “August 2023.”

Once Mosaic arrives, I expect you will find TL Ultralight’s Sparker to be an early aircraft to gain approval. Fortunately, pilots interested today don’t need to wait until 2025 — the earliest date Mosaic could be fully available. Trey said the deluxe Sparker could be delivered in 7-8 months. Use the contact information below to obtain pricing and availability.

TECHNICAL SPECIFICATIONS
TL Ultralight Sparker
all specifications provided by the factory

  • Length — 21.75 feet
  • Height — 8.4 feet
  • Wing Span — 29.5 feet
  • Wing Area — 107 square feet
  • Horizontal Tail Width — 9.7 feet
  • Cabin Width — 49.2 inches
  • Empty Weight (depending on options)* — 772 pounds
  • Maximum Takeoff Weight** — 1,320 pounds
  • Maximum Crew Weight — 440 pounds
  • Maximum Luggage Capacity — 55 pounds
  • Luggage Compartment Volume — 24 cubic feet
  • Never-Exceed Speed — 181 knots
  • Typical Cruise — 165-175 knots, per U.S. representative***
  • Minimum Speed — 45 knots
  • Climb Rate (at gross weight)* — 1,200 feet per minute (2,000 fpm with 915iS)
  • Fuel Consumption (75% power)* — 4.25 gallons per hour (7 gph with 915iS)
  • Fuel Capacity — 24 to 34 gallons
  • Range — 869 statute miles
  • Engines**** — Rotax 912ULS, 915iS, and 916iS
  • Propeller — three-blade PowerMax
  • Landing Gear — Hydraulic retractable landing gear; trailing link main gear

* Factory figure based on Rotax 912 ULS; more powerful engines are available
** TL Ultralight has increased MTOW to 1,653 pounds (750 kilograms)
*** U.S. representative cruise speed based on Rotax 915iS
**** TurboTech turbine powerplant (160 horsepower) is in development

ARTICE LINKS:

NEW & OLD — Sparker compared to a somewhat similar Piper legacy model. While the Piper has four seats, Sparker is retractable and much faster.

Compress Post ...

At Aero Friedrichshafen 2023, visitors saw numerous aircraft that could qualify as Mosaic Light-Sport Aircraft or mLSA. In nearly every aisle of the several large halls of Aero, visitors and journalists could see entry after entry apparently made-for-Mosaic. Indeed, so many entries potentially qualify for this coming new segment that I ran out of time to examine all of them. We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight’s enhanced Sparker. The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax’s 915iS and 916iS engines. With greater capacity and with 160 horsepower available, I’d call this a mLSA or Mosaic-ready Light-Sport Aircraft.

Expand Post ...

Announcing a New Series — 50 Most Popular Light Aviation Videos of the Last Decade

By Dan Johnson || 6 Comments

My most ambitious series ever is a showcase of the best of the best. In this series beginning right now, I will explore dozens of top videos made by my partner-in-movies, Videoman Dave, known properly as Dave Loveman. The videos aren’t my picks or his, though. They’re yours!

In each article, I will go beyond a short description and a video link. I’ll also update the information on the subject aircraft (a few engines are included). My goal is to celebrate video success stories while also providing fresh, useful details.

Dave and I started doing videos together back in 2007, shortly after Light-Sport Aircraft arrived on the scene. Since I joined him we’ve produced close to 1,000 videos while tripling our audience.

My series will touch on the top 50 most-watched videos on Videoman Dave’s Light Sport & Ultralight Flyer YouTube channel. In all we’ll review dozens of aircraft, three engines plus electric, an ultralight review, and a Mosaic update.

YouTube’s billion-plus audience cast the votes. Videos were selected based on which ones you watched the most. Together, everyone has watched these videos more than 10 million times!

I hope you’ll come along for the ride. I plan about one video review per week and this will take us right up to Sun ‘n Fun 2024 and the 20th anniversary of ByDanJohnson.com. I’ll have fun doing this; I hope you’ll enjoy it, too!

Top-Down Approach

On TV, Late Show host David Letterman and his famous top-10 countdowns set one pattern for these kinds of lists. In his case he went from number 10 to climax with number one, holding you in suspense to find out which of his “Stupidest…” topics had topped the list. His lists were short; mine is longer.

This image from the #3 video in our top-50 review featured my 25-minute Video Pilot Review.

So, to save you the suspense, I’m going to do the opposite. I’m going to start with the most-watched videos and take us down to number 50, with the last one being a warm pilot-interest story that you obviously loved, even if it may be in our number 50 position. Remember, all of these form the top 5% of all the videos Dave and I have recorded.

The home page of Videoman Dave’s well-known YouTube channel.

As we get into it further, I will put up a list of the entire slate so that you can see the position of various aircraft. This does not mean these are the most popular aircraft for purchase or flying. In some cases, the videos simply have had more years of exposure. Those with high view counts made in recent years clearly developed a lot of interest quickly. Others steadily accumulated views over time. Nonetheless, it’s clear that these aircraft are among the most popular in the affordable aviation space.

Let’s get into the first subject…

Who’s Number One? — Glancing ahead at the photos, you know the answer is Icon Aircraft‘s A5. The company took years to get into production increasingly worrying many early enthusiasts who wondered if they’d wasted their deposit. Icon claimed more than 2,000 deposits when they last reported such information, the biggest success story in the then-young LSA industry; they even bested Cessna’s Skycatcher deposit count… by double.

While the company took their time getting the design to their satisfaction, their marketing took off like a SpaceX rocket. In a short period, Icon accumulated something like 1.5 million likes on their Facebook page, in those days a notable accomplishment.

Icon made a huge splash at AirVenture with an enormous tent throbbing with up-tempo music and filled with good-looking people keen to tell you the Icon story.

Kirk Hawkins, founder and visionary for Icon Aircraft.

They also convinced the three largest aviation magazines to feature their A5 on the cover in the exact same month. I’ve been keeping an eye on aviation magazines for my entire career and I have never seen this feat repeated. Magazines are loathe to feature the same aircraft on their covers but somehow Icon’s smooth-talking founder Kirk Hawkins talked them into doing so.

Given the intensity of their promotion, no wonder our videos of Icon drew large audiences. Our top video is nearing one million views. Even my 25-minute-long A5 Video Pilot Report has drawn almost 700,000 views. Thanks, folks! Glad you liked them.

Icon Today

Since those heady days when the Icon buzz was loud, the company found itself in a tight spot after raising large amounts of money to fuel their sprawling enterprise. Those investors eventually wanted financial results. The pressure mounted and ultimately Kirk and his early team were ousted.

For those with all the right toys, an Icon A5 fits right in… heck, why not have two?

Along the way, Icon raised the prices of A5 into the stratosphere, or so it seemed. What started out at $139,000 inflated to more than $350,000, setting a LSA benchmark as the highest-priced entry. It’s beautifully designed and constructed; few would argue that point. That’s simply a lot of money, well beyond the budget of most ByDanJohnson.com readers, let alone YouTube’s audience that may include the merely curious.

However, as we enter the third decade of LSA next year (as this video series concludes), Icon enjoys stable management and airplanes are being built and delivered.

Click or tap on the image above to learn the answer to the question.

Perhaps more amazingly, many other LSA have come closer to A5’s breathtaking price. We’ve seen several models move past $200,000 and a few have crossed $300K. Of course, everything you buy has gone up dramatically in the last 2-3 years.

The great news is twofold. Some A5 are coming on the used markets and pilots on leaner budgets can read about several more affordable aircraft as this series continues. I hope you’ll enjoy it.

Here’s the #1 video in our list, followed by the #3, a Video Pilot Report on the Icon’s A5. With more than a million and a half views between them, clearly the LSA seaplane demonstrates strong appeal.

 

Compress Post ...

My most ambitious series ever is a showcase of the best of the best. In this series beginning right now, I will explore dozens of top videos made by my partner-in-movies, Videoman Dave, known properly as Dave Loveman. The videos aren’t my picks or his, though. They’re yours! In each article, I will go beyond a short description and a video link. I’ll also update the information on the subject aircraft (a few engines are included). My goal is to celebrate video success stories while also providing fresh, useful details. Dave and I started doing videos together back in 2007, shortly after Light-Sport Aircraft arrived on the scene. Since I joined him we’ve produced close to 1,000 videos while tripling our audience. My series will touch on the top 50 most-watched videos on Videoman Dave’s Light Sport & Ultralight Flyer YouTube channel. In all we’ll review dozens of aircraft, three engines plus electric, an ultralight review, and a Mosaic update.

Expand Post ...

Super-Efficient Electric Flight — Ego Trike with ATOS Wing Shows How E-Propulsion Works Today!

By Dan Johnson || 6 Comments

From dawn to dusk, we hear how electric propulsion is going to save the Earth. Whatever your belief about the hazards of fossil fuel, electric propulsion is coming. When is another matter.

Air taxi ventures based on multicopter designs are drinking up funds by the tens or hundreds millions of dollars, probably billions by now. I don’t have a shred of doubt that these will lead to genuine changes in transportation… but I would not hold my breath until such services become common. I suspect it will be many years yet.

However, today, electric propulsion for ultralight aircraft works quite well, especially when it serves a purpose. For soaring pilots, power is about getting to altitude where they can explore ridge, thermal, or wave lift. Those who love such flying, like me, seek out the best machine that might deliver that capability. Ultralight Design’s Ego trike can.

High-Tech Composite

Anyone who knows hang glider wings will admire both the construction and substantially higher performance of what’s called a rigid wing — more common hang gliders are called flex wings. One such is fitted to the Ego trike. In fact, the sleek undercarriage was designed with this wing in mind. The wing known as ATOS, however, has been around much longer.

Felix Rühle is the designer behind the A-I-R company. A-I-R is a stylized acronym for Aeronautic Innovation Rühle. Years ago, I flew dual with Felix in a version of the ATOS wing very similar to that used on Ego trike, that is, it was made to carry two persons, as an aid to training. Here’s my article from that experience (about the wing; no trike carriage was involved).

In this Photoshop image, you can compare slight differences in these two models. The control surfaces actuate based on subtle weight-shift movements.

ATOS VX is the largest, 46-foot-span model, a high performance glider certified at 550 pounds. The American outlet for these products, A-I-R USA, said, “[ATOS VX offers] light air soaring unmatched by any other hang glider.”

As we flew around dual, I remember thinking that this heavier-capacity ATOS VX wing was perfect for lightweight-trike-assisted soaring.

In addition, as sharp-eyed readers will note in the two-aircraft image nearby, ATOS is not pure weight-shift. Moving your weight is the control input but the action results in surfaces moving. Leaving out how it accomplishes this, I assure you it means this long-span wing handles with remarkably light input via gentle body movement only. Weight shift control inputs can’t get much simpler: move yourself the way you want to go. Your body (and carriage) is the joystick.

Team A-I-R in their display at Aero Friedrichshafen 2023. Note their new two seater in the foreground.

First introduced in 2018 Ego Light was purposefully designed in an electric version for standard ATOS glider owners, the foot-launched variety. Gross weight on the electric propulsion Ego, using a standard ATOS glider is compatible with U.S. Part 103 rules. The light trike is equipped with smaller single-pack battery giving a flight endurance around one hour. “Ego is designed specifically for thermal flying,” said the company. This means a one-hour endurance is plenty to carry you aloft where you shut it off and hunt for lifting conditions.

Ultralight Design was established in 1999 by Miloslav Novotný using his knowledge and experience piloting paragliders, trikes, and three-axis ultralights. Miloslav succeeded at several international and European championships prior to establishing Ego.

So quiet is an Ego electric trike that the designers playfully added a horn to alert others.

Before starting his business, Miloslav spent five years in the Mercedes BMW automotive development group in Stuttgart. Here, he met Felix Rühle, ATOS glider designer in 1998. “It was a beginning of a successful cooperation in the field of technology and first-series manufacture in Germany.” Later, production of ATOS moved to the Czech Republic under Miloslav’s direction.

“The largest part of Ultralight Design’s production is currently for the German company A-I-R company. We are working closely together,” he said. “Since the start of serial production in 1999 we have produced more than 2,000 ATOS gliders.”

Flying Quietly

“A very quiet electric motor delivers an extraordinarily intensive and specific flight experience,” said the company. They observe that an electric propulsion is very well suited for thermal soaring due to its reliability when called upon for frequent restarts. Such ease of restart is especially useful for a soaring neophyte; every time you lose the lift you can power back up and try again.

Ultralight Design noted, “We have been actively flying trikes with a history of operation over six years. When the battery installed in your trike reaches its lifetime, it will be possible to replace it with a new type. Thanks to the fast development in electric automotive industry we can expect new batteries with a double capacity and maybe half price.”

Then they added, “Our sales statistics are definitely interesting. At present, 25% of the flying machines we are producing have an electric drive.”

For those unsure of electric, Ultralight Design offers Ego trikes with combustion engines. Paramotor engines appropriate for Ego and ATOS have undergone a number of changes in last seven years, Ultralight Design said. “The result is a very good performance with a minimum fuel consumption of around 3 liters (0.75 gallons) per hour of flight. “The low fuel consumption of standard Mogas gives you over five hours endurance and over 300 kilometer (185 miles) range on one fuel tank.

To close, in a nearby photo you see the two-seat version Ultralight Design showed at Aero Friedrichshafen 2023. Rounding out their line is great but for true-blue soaring enthusiasts, Ego and ATOS might be a motorglider you can afford. Contact the company for pricing.

TECHNICAL SPECIFICATIONS:
Ego Weight-Shift Trike with ATOS wing
all specifications provided by manufacturer

  • Empty Weight — 106 – 137 pounds, including emergency parachute system
  • Wheel Track — 59 inches
  • Wheel Base — 67 inches
  • Dimensions When Dismantled — 69 inches X 17 inches X 25 feet 10 inches
  • Engines —
    • 2-stroke with electric starter FlyEngine F200, 24 horsepower at 6400 RPM
    • Alternatively, Polini 250 dual spark, 36 horsepower at 7200 RPM
    • Or, electric: Rotex Electric REX30 16 kW (21 horsepower) at 2400 RPM
  • Propeller — solid, fixed-pitch Helix 1.4 meter (55 inch), 2 blades, folding
  • Minimum Speed (ATOS VR wing) — 21 knots
  • Glide Performance — exceeds 20:1
  • Minimum Sink Rate (engine off) — 177 feet per minute
  • Powered Climb Rate — 400-1,000 feet per minute
  • Powered Cruise Speed — 30-50 knots
  • Fuel consumption at Cruise Speed: 0.5-1.3 gallons per hour

ARTICLE LINKS:

If you aren’t sure trike flying is for you, this compelling video could change your mind. Come along as an Ego pilot takes us for a flight among the clouds on a lovely day with wonderfully smooth air. It’s all flying with background music…

SPECIAL FEATURE TO THIS VIDEO — Once playing you can use your mouse to move the image around to your liking. Try it!

The following video shows you much more about the marvelous ATOS wing.

Elements for ATOS wings appear in the following image.

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From dawn to dusk, we hear how electric propulsion is going to save the Earth. Whatever your belief about the hazards of fossil fuel, electric propulsion is coming. When is another matter. Air taxi ventures based on multicopter designs are drinking up funds by the tens or hundreds millions of dollars, probably billions by now. I don’t have a shred of doubt that these will lead to genuine changes in transportation… but I would not hold my breath until such services become common. I suspect it will be many years yet. However, today, electric propulsion for ultralight aircraft works quite well, especially when it serves a purpose. For soaring pilots, power is about getting to altitude where they can explore ridge, thermal, or wave lift. Those who love such flying, like me, seek out the best machine that might deliver that capability. Ultralight Design’s Ego trike can. High-Tech Composite Anyone who knows hang glider wings will admire both the construction and substantially higher performance of what’s called a rigid wing — more common hang gliders are called flex wings.

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From Aero 2023 to America — Beautiful Altus Motorglider Will Land in DeLand, Florida

By Dan Johnson || 18 Comments

It was one of those fortuitous incidents. For my next subject aircraft, I chose the Altus motorglider because this particular aircraft was personally intriguing to me. I enjoy soaring, gliders, and therefore motorgliders. However, it’s not an ego thing. Motorgliders have a very special niche in American aviation. I’ll get to that below.

What made this choice of topics lucky was that as I was doing some investigation of this company and aircraft, I reached out to a local aviator who hails from the same country: Hungary. His name is Doma Andreka and he is the importer of Magnus Aircraft and its aerobatically-capable Fusion.

He is also part of Aero Affinity, which helps international companies make inroads to the complex American recreational aircraft market. At Aero 2023, Doma and his former countrymen came to preliminary agreement. With steady progress, Altus may be available to Americans by next year. Given that many manufacturers are already quoting deliveries well into 2024 or later, being ready in a year is quite an accomplishment.

Welcome Altus!

How’s this for a summary? — 5 FAI World Records; 1,000 statute mile range; 120 knot cruise; 500 foot takeoff roll; 573 pound useful load; 110 pounds of luggage; and easy to fly. Maybe I should stop writing now? Maybe that’s all you need to hear.

I was drawn by its lovely wings but the entire aircraft has appeal, although being intended for soaring flight, it may not be a roomy as some cross-country-oriented Light-Sport Aircraft.

Given a substantial versatility and range with “easily changeable wing extensions,” you can have either a 36-foot-span speedster or a 49-foot soaring motorglider.

Altus took its maiden flight in May  of 2018. Since that initial flight, “Altus spent over 800 hours in the air and earned 5 FAI world records without a single problem,” reported the company.

During development, champion pilot and developer Krisztián Dolhai, also flew several FAI records including speed over a closed course and straight line. While Altus is a motorglider at heart, it scoots right up to the LSA speed limit.

Designer Krisztián Dolhai (right seat) prepares to demonstrate Altus, while investor Árpád Barabás observes.

Altus does not currently qualify as a Special LSA but I expect to learn more about plans being announced as summer begins. Doma noted, “Altus is heading to the U.S. later this year and will be based out of Florida with a new Sales and Service Center to serve customers.”

Common on European designs is the input of some university or engineering company. Such outside organizations can provide additional expertise that verify the concepts of the designer. In the case of Altus, designer Krisztián Dolhai contracted with eCon Engineering. Such a relationship produces a statement like this, “During the development phase and also today we cooperate with eCon Engineering Kft. In a recent project, they developed a 3D-corrected Virtual Blade Model (3D-VBM) utilizing artificial intelligence which accurately simulates the propeller induced flow and propeller-airframe interaction phenomena.” Got that?

Let’s make it simpler with an image of an intriguing display hoisted above an actual Altus. I love how they managed to depict the airflows and fix them to the aircraft without damaging the airframe or its ability to fly.

It’s too early to get into price and further details about Altus. After this introduction, more will follow, perhaps later this month.

TECHNICAL SPECIFICATIONS
Altus Motorglider
all specifications provided by manufacturer
(see downloadable brochure for more)

  • Never Exceed Speed (Vne) — 146 knots
  • Maneuvering Speed (Va) — 97 knots
  • Rough Air Speed (Vra) — 121 knots
  • Range — 860 nautical miles
  • Fuel Capacity — 26.4 gallons
  • Takeoff Roll — 490 feet
  • Climb Rate — 1,400 feet per minute
  • Luggage Capacity — 110 pounds
  • Maximum Takeoff Weight — 1,320 pounds
  • Wingspan — 36 or 49 feet (with “easily changeable wing extensions”)
  • Load Factor — +5.3 –2.65 G
  • Powerplant — Rotax 912 ULS

What’s Special About
Motorgliders?

“Glider … pilots are not required to hold a medical certificate of any class,” stated FlightPhysical.com. “To be issued a Glider … Airman Certificate, applicants must certify that they do not know, or have reason to know, of any medical condition that would make them unable to operate a glider or free balloon in a safe manner. This certification is made at the local FAA FSDO (not through an AME office).”

In this wonderful article in Midwest Flyer from 2014 (still relevant today), Jim Hanson went into detail on gliders, motorgliders, and medicals. I summarize a few points here:

A key point Jim makes, “[Motorgliders offer an] ability to fly without a medical certificate. Since they are gliders, there is no provision for denial of this privilege in the event that a medical certificate has been previously denied, as in Light-Sport Aircraft.”

This is not a total FAA giveaway, though. As Jim noted, “Since motorgliders are certified as self-launching gliders, you have to have a glider rating to carry passengers. This isn’t a big issue. For a private pilot converting to gliders, a minimum of 10 solo flights are required to qualify to take the glider flight test. No written exam is required – just a flight test – and it counts as a biennial flight review.”

In addition, motorgliders do not have speed limits or other restrictions imposed on LSA. Along with hot air balloons, motorgliders remains a segment where FAA keeps a relatively hands-off approach. (And, wonder of wonders… both activities enjoy good safety statistics even without regulators playing much of a role.)

Watch for more on Altus as they plan their approach to the U.S. market.

ARTICLE LINKS:

Compress Post ...

It was one of those fortuitous incidents. For my next subject aircraft, I chose the Altus motorglider because this particular aircraft was personally intriguing to me. I enjoy soaring, gliders, and therefore motorgliders. However, it’s not an ego thing. Motorgliders have a very special niche in American aviation. I’ll get to that below. What made this choice of topics lucky was that as I was doing some investigation of this company and aircraft, I reached out to a local aviator who hails from the same country: Hungary. His name is Doma Andreka and he is the importer of Magnus Aircraft and its aerobatically-capable Fusion. He is also part of Aero Affinity, which helps international companies make inroads to the complex American recreational aircraft market. At Aero 2023, Doma and his former countrymen came to preliminary agreement. With steady progress, Altus may be available to Americans by next year.

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After Spring Airshows, Mosaic Questions Emerge — Here’s What We Know Before FAA’s NPRM Is Released

By Dan Johnson || 12 Comments

LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month’s Aero Friedrichshafen show. Van’s Aircraft President and Chief Engineer Rian Johnson accepted LAMA’s invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare.

How can builders design for a regulation they haven’t seen? Thanks to the use of industry consensus standards, the lighter aircraft industry is more aware than you might expect.

Understandably, manufacturer interest is keen; it’s their business. At the same time, individual pilots increasingly raise similar questions.

Top-Four Questions

I’ll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I’ve often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I’ve heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning.

Van’s Aircraft President Rian Johnson presents to a manufacturers meeting organized by LAMA.

My information comes from being part of ASTM and the effort to write LSA standards plus new ones for coming Mosaic aircraft, which I have dubbed “mLSA” to abbreviate the mouthful. These discussions are open to all ASTM members; I am not revealing confidential information. Want to hear this news even earlier? Join ASTM and be part of the solution.

Will I be able to fly a legacy (Cessna-Piper-Ercoupe-etc.) aircraft with my Sport Pilot certificate? — One of the most common questions I hear is one of the most difficult because any answer is largely guesswork. ASTM members hear a lot about plans for Mosaic aircraft.

A typical legacy Cessna 172 that will likely be included under Mosaic. This one has been operated by Scottsdale (AZ) Flight Training.

However, we hear almost nothing from the Flight Standards group that dictates pilot certification requirements and operational limitations. LAMA has asked many times; we simply don’t get many answers. It is these people who will judge if and how you can fly a Cessna 172 (for example) as a “Mosaic aircraft” and what pilot certificate will be required to do so. I doubt we’ll hear more until the NPRM comes out but FAA people who have seen the proposal have repeated a statement, “You’re gonna like what’s in this rule.” At last year’s AirVenture, a top FAA official promised the NPRM “in August 2023.”

FAA executive David Bolter predicts a date for the NRPM.

Until then, what we know is… Mosaic is based significantly on ASTM standards and the almost-20-year record of LSA operations. FAA is not only going to continue this method for LSA and mLSA; they are greatly expanding it into Part 23-type aircraft, that is, present-day Cirruses, Cessnas, and Diamonds.

Therefore, FAA may follow the SP/LSA experience and allow the use of endorsements for Sport Pilot privilege upgrades. To move to a four-seat retractable, obtain additional instruction, get a logbook endorsement, and start flying the new aircraft. We can hope it will be so straightforward. (Insurance companies will have as much to say about this as the FAA.)

related… Are Four seaters included? — The answer is similar. Yes, four seaters are expected — see a series of them in this article. As with legacy aircraft, we do not yet know what the pilot requirements will be. I would not expect a Sport Pilot holder or user to be allowed four-seat operations, but perhaps with endorsements…?

The Aircraft Factory‘s new Sling HW in taildragger configuration. The new model seats four.

How much can a mLSA weigh? — We’re fairly sure that mLSA will not have a specified weight, as it is today at 1,320/1,430 pounds. More likely wing loading will keep an aircraft within FAA’s mLSA mantra: “Easy to fly, operate, and maintain.” It is important to remember that when regulation allows higher weight or other increased capabilities, the cost of aircraft will rise.

Fortunately, today’s 1,320-pound LSA are in no jeopardy. If your current LSA works for you, it should be fine under Mosaic. Many existing LSA have paid off their development costs and should not see large price increases, although shipping remains stubbornly high.

SW-51 (article) may become a mLSA under Mosaic. Note that all those rivets and screws you see aren’t real. Thousands were painstakingly added to the composite molds..

How fast can a mLSA fly? — Again… this is more about the pilot’s qualifications than an aircraft’s ability to fly faster. With retractable gear, in-flight adjustable propellers — yes, both may be allowed — and sophisticated configurations like Fowler flaps, LSA have proven they can go fast and slow. That means a bigger and/or faster airplane may still be “easy to fly, operate, and maintain.”

ASTM & FAA Cooperate

In his remarks, Rian made a pivotal statement, “FAA will not release Mosaic completely until ASTM standards are in place and FAA has [officially] accepted them.” His statement may tell you two things:

Fowler flaps extend deeply on Porto Aviation’s Superveloce (article); they retract so that they are almost entirely hidden.

First, ASTM standards are an essential element of Mosaic. FAA’s new regulation cannot go forward without ASTM standards written by the F37 committee. This is not the FAA way prior to LSA when industry consensus standards came into being. ASTM must have standards to which airplanes can conform before Mosaic can be realized.

Rian mentioned ASTM work on two important standards needed for Mosaic. One addresses flutter. While important to aircraft operating at any airspeed, control surface flutter tends not to be a significant problem until speeds get faster. FAA’s request for a flutter standard is evidence of higher speeds being allowed. As with weight, we do not expect maximum speed to be a specific number — as 120 knots has been for current LSA. Both weight and speed will rely on other criteria, perhaps most notably a wing loading limit. You can build a bigger airplane but it will need a bigger wing or a great flap system if it is to stay within FAA’s “easy to fly, operate, and maintain” mantra.

Flight Design‘s well-regarded F2 has an IFR-ready panel. The vertical black strips left and right of center are airbag installations.

The second standard Rian described is one for IFR flight into IMC (i.e., instrument flight into actual conditions). Contrary to what many think, FAA does not prohibit LSA from IFR operations. Instead, ASTM standards restrict this activity because manufacturers presently have no IFR standard to which they can declare compliance. This is why some brands help buyers change their registration to ELSA, which when properly equipped (it’s easy to do so today with EFISs), can be flown under IFR rules assuming the pilot is also qualified.

Rian’s main message about these two standards-in-process is that ASTM’s F37 LSA committee needs all the good help it can get. I have often promoted that the technically-oriented among you can participate. ASTM membership is only $75 per year and for that you get one official vote… the same as all of FAA with its 40-50,000 employees. You: 1. FAA: 1. It feels empowering, doesn’t it?

Magnum Parachutes in the USA is quartered in DeLand, Florida. The brand has systems for many LSA and kit aircraft.

If you think you aren’t technical enough, please know you don’t have to be the world’s leading engineer. Indeed, I wrote one of these standards (F2316 for emergency airframe parachutes). I am not an engineer. I consulted with knowledgeable engineers and followed writing patterns of other standards to accomplish this and successfully balloted it to F37 members in just six months, a record for ASTM. I’m pleased to brag a little on the speed of the work but my primary point is that you can offer a direct contribution to standards that will let Mosaic get airborne.

More Fresh Mosaic News

FAA is very keen to have Mosaic aircraft be “transferable,” added Rian in his LAMA talk. FAA officials are working with their counterparts in Europe, at EASA, and in Brazil to align their regulations. The latter country’s ANAC agency has already passed regulations that are very similar (link below; also nearby chart) though not identical to Mosaic. FAA realizes, Rian said, that if regulations are sufficiently close, an airplane manufacturer in one country can sell in another with relative ease. This already happens for LSA aircraft, where countries in Europe and other nations like Australia, Brazil, South African, China, and more have embraced very similar regulations.

Like all gyroplanes to date (in America), Gyro Technic’s entry (article) must be built from a kit; that will change when Mosaic allows SLSA gyros.

By now, most are aware that gyroplanes will finally become full-fledged LSA that can be delivered ready to fly. This took far too long but the logjam has been broken.

One surprise is that helicopters may be included. While LAMA lobbied long and hard on behalf of gyroplane SLSA, we didn’t ask about helicopters; that seemed a bridge too far.

Neither did LAMA ask for hybrid electric when we prepared white papers for all proposals including electric propulsion. Yet, FAA broadened our request for battery electric into hybrid electric as well.

Amazingly, even turbine engines are reportedly in consideration. If this keeps up, pilots might come to love Mosaic after all. The big question as summer arrives… “Will FAA release the NPRM in August as predicted?” Keep clicking or tapping back for more info.

ARTICLE LINKS:

Compress Post ...

LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month’s Aero Friedrichshafen show. Van’s Aircraft President and Chief Engineer Rian Johnson accepted LAMA’s invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare. How can builders design for a regulation they haven’t seen? Thanks to the use of industry consensus standards, the lighter aircraft industry is more aware than you might expect. Understandably, manufacturer interest is keen; it’s their business. At the same time, individual pilots increasingly raise similar questions. Top-Four Questions I’ll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I’ve often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I’ve heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning.

Expand Post ...

Aero ’23 Continued — Superpowered Niki Aviation Cruiser Gyroplane Shows Stylish Innovation

By Dan Johnson || 8 Comments

If the bright green didn’t catch your eye, the unusual placement of the propeller probably did. Or maybe it was one of a dozen other fetching attributes to this handsome rotary-winged aircraft.

What you could not easily see was the engine selection. As up-to-date as they can be, Niki is offering either a 141-horsepower Rotax 915iS or the just-released 160-horsepower 916iS. The latter with a lighter load can reportedly climb better than 2,500 feet per minute.

As I cruised the immense (basketball gymnasium-sized) halls of Aero 2023, I saw all manner of beautiful flying machines. In four days of the show, I find it unlikely you can even visit all of them much less become well informed about a majority.

When I happened across Niki, I remembered they had sent an invitation to come by and look at their engaging designs. Company co-owner Miglena Kopcheva was kind enough to show me around the green machine you see nearby. Her enthusiasm for what Niki is doing is infectious.

Forty aircraft are flying at this time but Cruiser is poised to boost numbers. The muscular choice of Rotax’s two most powerful engines will position this gyroplane near the top of the category.

Introducing
Niki’s Cruiser

Niki Aviation — more fully, Niki Rotor Aviation or NRA — is a family-owned company established in 2010 in Pravets, a picturesque small town 60 kilometers from Bulgaria’s capital, Sofia. The company proudly added, “Bulgaria is a small country famous for its engineering, beautiful nature, and friendly people.” A nation of about seven million population, Bulgaria is northeast of Greece and northwest of Turkey. Although its eastern shores share the Black Sea with Ukraine, it is a long way from that conflict.

Backing up their rather obvious competence in aviation is a larger metal fabrication enterprise called Niki Ltd. For the last 25 years, this operation has been a leading manufacturer of custom-made or private-label furniture for the retail and hospitality industries. The company boasts 150 employees and more than 90,000 square feet of factory and office space. “We are ISO certified,” boasted NRA. They add that 100% of all components integrated in our gyroplanes are manufactured in-house.

Niki employees and company facilities support the building of elegant and smart aircraft such as Lightning, Kallithea, and Cruiser (images of each appear with this article).

The company’s first project was the Niki 2004 gyroplane that successfully accomplished it first flight test in December, 2008 in Montana, Gabrovnitsa airfield in Bulgaria. The first market-ready gyroplane was Lightning, followed by Kallithea— both feature tandem seating — and most recently by Cruiser.

Additional storage is available by lifting the seat cushion; not accessible in-flight.

Today’s Cruiser model offers side-by-side seating and the cleanest tail assembly among gyroplanes with ample area well aft to aid stability. Cruise is visually very tidy and clean.

“The final touch of [our] gyroplanes is something that will take your breath away — elegant shapes, clean work, hand-made parts, excellent lacquering, and luxurious interiors with hand-made stitches, proudly stated Niki. “Our machine, your unique personality.”

Niki’s first marketed gyroplane, Lightning.

Continuing to explain their attention-generating new model, Niki said, “Cruiser combines outstanding design due to the tail construction concept (which also appeared on their Lightning model) and gives breathtaking view from the cockpit. The machine has a comfortable seating and luggage compartment which makes the gyroplane unique for a weekend trip.” They note it is built from a fully carbon fuselage and engine frame to give extremely light construction.

Niki also calls a 12.9-inch iPad their “Portable Navigation system” offering “Flight View EFIS” software. The easily-detached device provides flexibility to combine work and pleasure. Using iPad as a cockpit instrument is common among LSA and Sport Pilot kit aircraft, though going with Apple’s largest model conforms to the highly-stylized interior aboard Niki Cruiser.

The sporty-looking shape of Kallithea.

NRA is especially proud of their innovative rotor head developed and designed in-house; a titanium exhaust system; Beringer brakes; removable doors; foldable mast for easy transportation and parking; adjustable seats and pedals, and Niki claims, “No stick shake,” addressing one of the most common concerns from fixed wing pilots checking out in a gyroplane. [I have no independent verification for the last claim.]

TECHNICAL SPECIFICATIONS
Niki Rotor Aviation Cruiser
all specification provided by the manufacturer

  • Empty Weight — 661 pounds
  • Maximum Takeoff Weight — 1,320 pounds
  • Length — 15.4 feet
  • Height — 9.5 feet
  • Propeller Diameter — 70 inches
  • Rotor Diameter — 28.9 feet
  • Rotor Chord — 8.25 inches
  • Engine Type — Rotax 915iS or 916iS
  • Power Output — 141 or 160 horsepower
  • Fuel Capacity — 2 tanks at 10.5 gallons each, 21 gallons total
  • Fuel Consumption— 5.25 gallons per hour
  • Endurance at Cruise Power — 5 hours with 30 minute reserve
  • Pre-rotator Rotation — 200-300 revolutions per minute
  • Power Output — 12 volt
  • Never-Exceed Speed — 100 knots
  • Minimum Speed — 19 knots
  • Cruise Speed — 75-85 knots
  • Vertical Speed — 600-2,500 feet per minute
  • Maximum Altitude — 11,500 feet
  • Take-off Roll — 0-500 feet
  • Landing Roll 0-65 feet

ARTICLE LINKS:

The following company promo is mostly English with some subtitles. It was made before Cruiser was introduced but provides some of the company back story.

The company shows style not only in their aircraft design but in how they present their products. Here’s an example:

If you enjoy this image, find more here.

Compress Post ...

If the bright green didn’t catch your eye, the unusual placement of the propeller probably did. Or maybe it was one of a dozen other fetching attributes to this handsome rotary-winged aircraft. What you could not easily see was the engine selection. As up-to-date as they can be, Niki is offering either a 141-horsepower Rotax 915iS or the just-released 160-horsepower 916iS. The latter with a lighter load can reportedly climb better than 2,500 feet per minute. As I cruised the immense (basketball gymnasium-sized) halls of Aero 2023, I saw all manner of beautiful flying machines. In four days of the show, I find it unlikely you can even visit all of them much less become well informed about a majority. When I happened across Niki, I remembered they had sent an invitation to come by and look at their engaging designs. Company co-owner Miglena Kopcheva was kind enough to show me around the green machine you see nearby.

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Flying Zeppelin, Just for the Thrill or Get the Pilot Experience: Free Sample Here

By Dan Johnson || 7 Comments

Yeah, this is pretty far from my usual reporting. I’m not talking about an aircraft purchase in this story but I will tell you about a genuine piloting experience you might find intriguing.

UPDATE May 17, 2023 — Regarding the “Pilot Experience” opportunity to actually fly and log time as pilot of a Zeppelin, the company responded that no such opportunities will be available in 2023 for “a variety of reasons.“ They did provide an email for the head of operations and I will contact him to see if the future holds any better news. —DJ

Simply going aloft in an airship is relatively affordable, costing $300 for a half-hour flight. In my mind it was worth every penny. Of course, you can’t do this many places so you’d have to add the cost of getting to Friedrichshafen, Germany.

So, flying a Zeppelin. Cool, yes, but you’re only a passenger. Sure, the visibility is fantastic through panoramic (and German-clean) windows, and every seat is a window seat. But aren’t you stuck in that one seat the whole flight? Nope.

Once we exceeded 300 meters (about 1,000 feet), the seat belt sign went off and 14 passengers plus our flight attendant were up and moving about. Throughout the flight, I could sense no aircraft response to 15 people constantly moving around.

You fly around 35 knots (max is 67 knots). It feels remarkably like many ultralights I’ve flown, where the ground drifts by underneath. We flew around at about 1,000-1,500 feet so the sight was familiar to any recreational pilot.

Viewed from the far south of Germany, mountain peaks in Switzerland and Austria can be seen just across Lake Constance (or Bodensee). This region offers breathtaking views from the ground. Aloft in Zeppelin, the scenery was magnificent. Even the video below doesn’t do it justice.

I was surprised that they let me open a window and stick my phone outside to take a picture of my wife and friends. I kept a pretty tight grip but it produced some interesting shots.

Scott Severen and my wife Randee Laskewitz enjoy their Zeppelin Experience.

Our pilot was extraordinarily generous in explaining anything another pilot asked. She’s flown airships all over the world and maneuvered the enormous ship with great dexterity.

With its three swiveling engines, Zeppelin NT is surprisingly agile. It appeared more like maneuvering a large houseboat on water (the closest vehicle I can relate to), but one with thrusters to nudge the beast around. She made a very precise landing.

Naturally, two LSA pilots, myself and Scott Severen of US Sport Planes, the American Jabiru importer, asked if we could sit in the unoccupied right seat. No, insurance did not allow, but… get this!

Pilot Flight Experience

On select occasions — limited for obvious reasons — Zeppelin does offer a Pilot Flight Experience. We were told this includes 40 minutes of stick time and two takeoffs and landings. I’ve asked for confirmation and will update this article when I learn the exact details.

This special offering is only available in the off-season. At Germany’s southern border, Friedrichshafen is a popular tourist destination in the summer months. Flights on Zeppelin are booked solid then but in the early spring and later fall, this program operates.

Kate Board was our pilot aboard this particular Zepplin NT. She was most gracious to explain many details of operating such a vessel.

“I doubt we charge what it costs,” speculated  pilot, Kate Board. We didn’t ask her the price.*

Think about what a solo Zeppelin pilot manages: three articulating engines, each with highly flexible pitch to allow forward and aftward movement (remember, it’s just floating), a 250-foot-long, 65-foot in diameter aircraft with air ballonets and helium volume plus 15 passengers in your charge. Not your recreational pilot workload.

You can learn a lot more direct from Zeppelin. ••• PILOTS may wish to see this FAQ page; then scroll down to “Technical Questions.” ••• Use this link to access more videos and many great photos.

Certainly, would it be rare to have some airship time in your logbook. I’d enjoy the experience but I’ll have to ponder the cost. Nonetheless, I thought it was fantastic that Zeppelin even offers we normal pilots a shot at the controls.

Why Does It Say Goodyear?
Aren’t They Competitors?

The truth is that Goodyear and Zeppelin have a very long history working together, dating one hundred years to 1923. World War II ended their cooperation in 1939.

Subsequently, Goodyear built 347 of their non-rigid blimps but when the last one operated to the end of its service life, Goodyear restored relations with Zeppelin and the aircraft in which I flew is one of three NTs built at Goodyear’s Akron, Ohio facility under the direction of Zeppelin using their semi-rigid construction.

Aluminum and carbon are used in an internal structure composed primarily of nose-to-tail longerons and 12 large triangular supports tensioned by aramid ropes. You can envision the structure inside by looking where the engines and tail empennage surfaces connect to the envelope.

On prior years at Aero, I’ve seen several other corporate markings on Zeppelins. The Zeppelin NT is approved in Europe and the USA for passenger hauling, the first airship to be so licensed since the era of airships that ended with the Hindenburg disaster. Zeppelin NT uses nonflammable Helium, of course.

ZF Corporation is a large $35-billion-dollar company with 150,000 employees. The Zeppelin Group is also large but clearly, airship operations are modest compared to car subassemblies and other high-end technical work. I’m pleased Zeppelin keeps alive this fascinating aspect of aviation. I was enormously pleased to fulfill a long-awaited delight… to go aloft in an airship.

Flying in Zeppelin was even more delicious than the superb white asparagus Germany produces in April of the year.


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Thanks for reading, watching, and sharing.

* With 14 passengers on board at about $300 for a half-hour flight, this yields $4,200 per 30-minute flight. Even with efficient loading and unloading, they cannot make two flights an hour. Providing a small group of pilots 40 minutes and two takeoffs and landings each — plus some ground school and preparatory training — starts to sound expensive. I don’t have better information at this time but presumably they have a way to handle this. I’ll let you know.

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Yeah, this is pretty far from my usual reporting. I’m not talking about an aircraft purchase in this story but I will tell you about a genuine piloting experience you might find intriguing. UPDATE May 17, 2023 — Regarding the “Pilot Experience” opportunity to actually fly and log time as pilot of a Zeppelin, the company responded that no such opportunities will be available in 2023 for “a variety of reasons.“ They did provide an email for the head of operations and I will contact him to see if the future holds any better news. —DJ Simply going aloft in an airship is relatively affordable, costing $300 for a half-hour flight. In my mind it was worth every penny. Of course, you can’t do this many places so you’d have to add the cost of getting to Friedrichshafen, Germany. So, flying a Zeppelin. Cool, yes, but you’re only a passenger. Sure, the visibility is fantastic through panoramic (and German-clean) windows, and every seat is a window seat.

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Aero ’23 Day 3 — AVI Aircraft Impresses Aero with One Major Upgrade and One All-New Design

By Dan Johnson || 5 Comments

I found much to discover at Aero Friedrichshafen 2023 but in one exhibit space I found two wonderful surprises. Both are from AVI Aircraft.

One was easy to pick out as new. The other initially fooled me. In the Aero event I missed last year due to Covid (and the prior two years that were cancelled due to government Covid restrictions), AVI developers have been busy.

New from AVI Aircraft

Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed.

In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets.

Swan and Dracula can qualify as legitimate Part 103 aircraft. Both can be fully enclosed. Both can be delivered either with a combustion engine or electric propulsion. Both can fit in an impossibly small trailer. Shall I go on?

Let’s look at each of these models.

Redesigned Swan LE

I glanced again to notice Swan’s nose was entirely new, and not simply with a new cowling. AVI Aircraft’s team, led by owner Radu Berceanu, has moved the engine from the end of a large boom tube to fully enclose it in the nose.

Initially, Swan had its engine mounted on a boom connected to the tail. In the refined 2023 version, the engine was dramatically repositioned as you see below. An impossibly-small trailer sits behind Swan… and, yes, it fits using removable wings and a folding tail boom.

Naturally, to accommodate a lower prop arc, designers had to raise the fuselage but entry remains easy. In fact, because you no longer need to lower yourself to get in, Swan LE may offer even better ingress and egress.

Under the cowling is… well, your choice. Both new AVI models offer the Polini 303 with 38 horsepower, making Swan lively and able to achieve short takeoffs. Or, you can have an equally powerful (28 kW or 37.5 hp) electric propulsion unit. AVI has offered electric for several years, time enough to work out the installation and operation.

Inside Swan LE looks the same except for the higher threshold. The helicopter-like, centrally-formed instrument panel allows generous forward and down visibility. Given its cantilevered construction, Swan LE doesn’t need wingstruts that obstruct side visibility. The revised model retains that amazing fold-down capability (described in this article), allowing transport in the smallest trailer you can imagine.

Swan at Aero was badged “Swan 120 LE” as it is approved under Germany’s 120-Kilo Class. However, in our discussion, Radu stressed more than once that both Swan and Dracula can conform to U.S. Part 103 with minor changes, which he has already engineered and produced. The earlier boom-engine Swan has already proved itself capable of meeting Part 103, according to importer Tom Bartlett, AVI Aircraft’s U.S. distributor (article from fall 2022). In America, I’d expect the name will be “Swan 103 LE” — LE stands for Lower Engine, said Radu.

In addition to handsomely upgrading the nose of Swan, what Radu did right was leave the rest alone.

Low-Wing Dracula

AVI Aircraft aims to please, said Radu. He heard from prospective customers that some wanted a low-wing version of the Swan. Since my last Aero visit (2019), AVI has completed all work on the new Dracula and kept many of the same features on Swan. That’s not easy to achieve.

One example is the wing-remove, tail-boom-fold method of disassembling Dracula for transport. Radu indicated that Dracula would fit the impossibly-small trailer just as Swan LE does. Given significant waits for hangar space at many airports, a small trailer could be the deciding factor for some potential buyers. Towing this small trailer around, almost no one would believe you have an airplane inside. A small trailer is also lightweight so towing with a smaller vehicle should not prove challenging.

A single threaded pin is removed to detach the wings. The tail feathers also remove quickly. A hinge in the boom allows it to be folded forward, enabling the entire plane to fit in a space just 6 feet wide by 12 feet long by 6.5 feet high, which is the box size of a standard 6×12 enclosed trailer. “In turn, it can just as easily be reassembled and ready to fly in a matter of minutes with experience and a second pair of hands,” said Tom. “We are working on a custom trailer that makes it easy to load, provides exceptional protection in transit, and allows for one-person assembly.”

While Swan LE on display had the Polini combustion engine, this Dracula was fitted with AVI’s electric propulsion, hence the green colors and references.

Aerodynamically, Dracula is sleeker than Swan and can fly faster. However, for the U.S. Part 103 market, AVI has made some adjustments including a longer-span wing and a different flap configuration. Adjusting the prop also helps contain speeds to 103’s snug limits.

As to powerplants, Dracula again follows Swan LE with a choice of Polini 303 or electric motor.

As noted in the specifications below, Dracula matches Swan exactly; these figures are what AVI Aircraft was offering Aero ’23 attendees. However, I encourage interested Americans to contact Tom Bartlett, while pilots in other countries can contact Radu directly.

TECHNICAL SPECIFICATIONS:
AVI Aircraft Swan 120 LE and Dracula 120
both models share specifications provided by the factory

  • Maximum Takeoff Weight — 529 pounds (240 kilograms)
  • Takeoff roll on grass runway — < 295 feet (90 meters)
  • Maximum Crosswind — < 18 miles per hour (30 kilometers per hour)
  • Climb Rate — > 600 feet per minute (3 meters per second)
  • Cruise Speed — < 68 miles per hour (110 kilometers per hour)*
  • Never Exceed Speed — < 93 miles per hour (150 kilometers per hour)
  • Limit Loads — +4, –2 G
  • Best Glide Ratio — 10:1 at 53 miles per hour (85 kilometers per hour)
  • Fuel Capacity — 7.4 gallons (28 liters)**
  • Range — > 280 statute miles (450 kilometers)
    * slightly over U.S. Part 103 regulations but easily compensated
    ** can be changed for U.S. Part 103, affecting range

Electric Propulsion Information:

  • Motor — 28 kW maximum power, 100 V, 102 kgs maximum thrust
  • Batteries — 4 X 2.66 kWh each
  • Charging — from 25% to 100% in 4.5 hours at 230V/16A
  • Duration — minimum 1 hour of flight with reserve

What else does AVI do? — Beside producing the Swan and Dracula aircraft in various forms, businesses using the AVI prefix produce a large range of composite products… from swimming pools to composite components used in the construction of trams, trains, subways, automobiles and the nautical industry.

ARTICLE LINKS:

* Swan pricing in fall of 2022 was around $30,000, however, shipping costs remain extraordinarily high, adding to Swan’s factory price (MSRP). Exchange rates can also affect pricing in dollars. Please use the links above to contact the company or its representatives for current prices and availability.

Compress Post ...

I found much to discover at Aero Friedrichshafen 2023 but in one exhibit space I found two wonderful surprises. Both are from AVI Aircraft. One was easy to pick out as new. The other initially fooled me. In the Aero event I missed last year due to Covid (and the prior two years that were cancelled due to government Covid restrictions), AVI developers have been busy. New from AVI Aircraft Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed. In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets.

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Aero ’23 Day 2 — Handsome & Affordable… Introducing the All-Metal Belmont that May Fit Your Budget

By Dan Johnson || 4 Comments

Do you think you can find Latvia on a map? Do you know anything about the country? You’ll know more after reading this article.

I was underinformed about Latvia and had no awareness of its aviation capabilities. Hint: Latvia is east of Sweden, well north among the Eastern European countries. It is reasonably distant from hostilities in eastern Ukraine. One Latvian company’s ability to build a good-looking airplane is seen in nearby images.

I was alerted to visit Belmont by my journalist friend, Marino Boric, who suggested I have a look at Belmont primarily because it carries quite an agreeable price point: €96,000. At today’s exchange rate ($1 = €1.09), that translates to $105,000 before shipping and related transport expenses.

I realize everybody’s budget is different. Nonetheless, after the world has experienced at least 20% inflation over the Covid years (many experts believe inflation has been considerably higher), $105,000 for a airplane that looks like what you see in these images is, I believe, quite a bargain in 2023.

Introducing Belmont
Patino DW200

The design is not brand new; it debuted at Aero 2018. I gave it a brief reference when reporting from Aero 2019.

A CAA official was on hand to observe test flights in Belmont Patino DW200. The company recently won German approval.

Yet the design only days ago won German approval. Remember, the global response to Covid damaged economies and created supply chain problems between Belmont’s debut and the recent approval. The German system is not identical to ASTM but is similar enough to suggest the company could achieve Special LSA acceptance.

At present, this design has no U.S. representation but they have attracted distributors in Europe. At this list price, an existing LSA seller in America may show interest in importing the Belmont Patino DW200 to offer an alternative to higher-priced models.

“DW200 is a two-seat, all-metal, low-wing aircraft with side-by-side seats,” said Belmont. “The landing gear consists of a fixed tricycle landing gear with steerable nose wheel.”

Belmont’s model comes standard with a Rotax 912 ULS producing 100 horsepower paired with a ground-adjustable, three-blade composite propeller. Optionally, Belmont offers the fuel-injected Rotax 912iS, the turbo-charged 914, and UL Power’s 130 horsepower 350is.

This link provides a detailed description of the aircraft in adequate English, although some readers may wish to convert metric to American measurements. For essential specs that may interest you, I present data both ways below.

Belmont Aero was founded by owner and pilot, Juris Libmanis in 2017. Belmont won their Germany approval recently, on April 13, 2023. Earning that credential opens the door for sales in many European countries that honor German rules. As mentioned, it will also help Belmont make their 8130-15 declaration to U.S. industry consensus standards — which are also used, with minor variations, in several other countries.

Belmont’s wing is all-metal with a rectangular center section and trapezoidal outer sections. All elements are made of aluminum, which may assure some readers concerned with repairs for an aircraft with a distant origin.

Slotted wing flaps occupy about two-thirds of the wingspan while the outer third is aileron. An integral aluminum fuel tank is located between ribs 2 and 5 in the leading edge portion of the outer wing. Belmont Patino carries almost 32 gallons of fuel that would easily give it a range of  around 800 miles.

Main gear are equipped with hydraulic brakes controlled by a hand lever in the cockpit closely located to the throttle for easier one-handed operation. Belmont’s main gear legs are a laminate build-up.

Beautifully upholstered seats have a composite sandwich structure. Four-point seat belts are standard. Headphone jacks are located behind the pilot’s seats.

For a more thorough look at the factory and its collection of sophisticated manufacturing equipment, visit this web page. The website is strenuous about Belmont’s adherence to quality. “Our team of engineers takes care of the safety, durability and quality of the aircraft using the latest production technologies,” they stated.

Belmont DW200 presented well at Aero and looked top quality on display. The company’s base price appears reasonable in an age that has seen several LSA cross the $300,000 border. I believe it’s fair to call Belmont “affordable.”

TECHNICAL SPECIFICATIONS:
Belmont Aero Patino (DW 200)
all specifications provided by the manufacturer

  • Take-off weight — 1,320 pounds / 600 kilograms
  • Empty weight, without emergency parachute — 650 pounds / 295 kilograms
  • Take-off Distance to 50 feet, from hard surface — 550 feet / 166 meters
  • Take-off Distance to 50 feet from turf: 575 feet / 175 meters
  • Maximum Horizontal Speed — 140 miles per hour / 122 knots / 225 kilometers per hour
  • Maximum Climb Rate at full gross — 1,150 feet per minute / 5.8 meters per second
  • Stall Speed, best flaps at full gross — 41 miles per hour / 66 kilometers per hour
  • Stall Speed, no flaps at full gross — 45 miles per hour / 73 kilometers per hour
  • Maximum Fuel Capacity — 31.7 gallons / 120 liters
  • Cabin Width — 43.5 inches / 1.105 meters
  • Maximum Luggage Weight, interior — 33 pounds / 15 kilogram
  • Maximum Luggage Weight, in each wing — 44 pounds / 20 kilograms
  • Engine — Rotax 912 ULS, 100 horsepower

ARTICLE LINKS:

Compress Post ...

Do you think you can find Latvia on a map? Do you know anything about the country? You’ll know more after reading this article. I was underinformed about Latvia and had no awareness of its aviation capabilities. Hint: Latvia is east of Sweden, well north among the Eastern European countries. It is reasonably distant from hostilities in eastern Ukraine. One Latvian company’s ability to build a good-looking airplane is seen in nearby images. I was alerted to visit Belmont by my journalist friend, Marino Boric, who suggested I have a look at Belmont primarily because it carries quite an agreeable price point: €96,000. At today’s exchange rate ($1 = €1.09), that translates to $105,000 before shipping and related transport expenses. I realize everybody’s budget is different. Nonetheless, after the world has experienced at least 20% inflation over the Covid years (many experts believe inflation has been considerably higher), $105,000 for a airplane that looks like what you see in these images is, I believe, quite a bargain in 2023.

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Aero ’23 Day 1 — Superveloce = Superfast… Speed Propels Porto Aviation to Records & Sales

By Dan Johnson || 16 Comments

In the last couple years a rivalry erupted among companies in Europe aiming to be the fastest LSA-type aircraft*. I have previously reported on Porto Aviation and its fast-flying ways.

Setting aside the politics of FAI-recognized record flights, no question remains that designer Alberto Porto is determined to create a very fast-flying aircraft. Check this article with more about speed attempts and to see images of a fixed-gear version called Siren.

Gear up with an adjustable prop and flown at common cruise altitudes, it’s clear that Superveloce lives up to its name.

What could the typical pilot expect while flying Superveloce? Porto Aviation lists the cruise speed at 75% power from Rotax’s 915iS at 200 knots true airspeed at 9,000 feet. Compared to other LSA I have examined, this tops the list (although some other fast designs aren’t too far behind).

Porto Aviation, previously quartered in Switzerland, is now a bit further south in Italy. Flying across his former country and the large Bodensee lake to Friedrichshafen, about 200 miles, took Porto just over one hour in the machine seen in the nearby images. By car this would take over four hours. For a large country like America, Superveloce can get you around fast. It also has an impressive range. No wonder Yankees are buyers.

How Fast Is Superveloce?

OK, it’s fast but…

Isn’t this well beyond LSA speeds? — Yes, it is. Superveloce must be sold in the USA as a kit-built or it might be imported (in limited numbers) as Experimental Exhibition or some other Experimental category. However, when Mosaic is released, based on what we expect at this time, Superveloce could qualify. We do expect retractable gear, in-flight adjustable props, higher stall, and faster speeds, although we do not yet know if Sport Pilots will be allowed to operate this aircraft with that certificate.

How fast is this aircraft? — Engines such as Rotax’s 915iS can bring the 9,000-foot cruise true airspeed close to 200 knots burning just under 7 gallons per hour and able to range more than 800 nautical miles. No wonder Superveloce gets a pilot’s heart pumping strongly. See more detail in the table at bottom.

Fowler flaps extend far enough to allow generous airflow (arrow), greatly adding to its slow-speed flight qualities.

With its smaller “speed wing,” can Superveloce stay within LSA regs? — You might rightfully wonder about that but although stall rose six knots from the earlier Risen model, it still claims a best-flaps stall at 43 knots indicated, which is within current LSA parameters and safely below the 50-knot stall speed expected under Mosaic regulations, though we have not yet seen FAA’s Notice of Proposed Rule Making (NPRM) to verify this number. A key reason Superveloce can achieve this sane stall speed from a speed wing is the brilliant execution of Fowler flaps (image with arrow).

For complete factory information on speeds, see the data sheet below. Note the right column portrays Risen 915iS SV — with “SV” designating Superveloce. Even with the less costly and more fuel efficient 912iS, Risen can still hit 162 knots at 9,000 feet.

For still more on Superveloce and its speedy ways, see this article from 2021.

Looking Back;
Looking Forward

At the beginning of 2010 Alberto Porto and his partners started construction of the first Risen prototype. Two years later on a sunny Swiss morning in March 2012, the Risen aircraft made its maiden flight.

Alberto Porto (L) and his partner, Danilo Parlatano were all smiles at Aero 2023. Alberto flew this aircraft from Italy to Friedrichshafen in just over one hour.

After work to refine the model and to prepare for production the first aircraft ready for customers was unveiled on April 15th, 2015 at Aero. My video below was recorded at this debut.

Eight years later, this project is mature with 25 flying, 10 of which are in the United States and interest is steadily growing.

Now that his airplane-building company has satisfied more than two dozen customers, Alberto is planning ahead. He is actively supporting American builders — by in-person visits on some occasions.

As Mosaic arrives and he can meet relevant ASTM standards, Alberto wants to establish a U.S. operation, possibly doing final assembly or more as the market develops.

Superveloce deceives the eye with this apparently tiny engine compartment. This is not electric; a Rotax 915iS is hidden under this unique cowling. The big canopy power opens by a press of a switch, as Porto repeatedly demonstrated to Aero attendees.

If speed is your thing, wouldn’t “superfast” be even better?

ARTICLE LINKS:

Years ago, when the project was brand new, I recorded this interview with developer Alberto Porto as he first displayed his speed machine to visitors at Aero 2015. Showing how popular this flying machine proved to be, the video has been viewed almost 700,000 times. It describes the beginning of Risen, which has now lead to Superveloce.

* Superveloce is LSA-like but with features such as retractable gear and higher cruise speeds, this aircraft does not qualify as a present-day LSA.

Factory Listing of Speeds

Compress Post ...

In the last couple years a rivalry erupted among companies in Europe aiming to be the fastest LSA-type aircraft*. I have previously reported on Porto Aviation and its fast-flying ways. Setting aside the politics of FAI-recognized record flights, no question remains that designer Alberto Porto is determined to create a very fast-flying aircraft. Check this article with more about speed attempts and to see images of a fixed-gear version called Siren. Gear up with an adjustable prop and flown at common cruise altitudes, it’s clear that Superveloce lives up to its name. What could the typical pilot expect while flying Superveloce? Porto Aviation lists the cruise speed at 75% power from Rotax’s 915iS at 200 knots true airspeed at 9,000 feet. Compared to other LSA I have examined, this tops the list (although some other fast designs aren’t too far behind). Porto Aviation, previously quartered in Switzerland, is now a bit further south in Italy.

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Aero Friedrichshafen Prepares to Open — Preview as Europe’s Top Show Takes Shape

By Dan Johnson || 5 Comments

Aero is open! Yesterday, after flying across the Atlantic and despite starting to run low on energy and affected by the time zone change, a small group of us eagerly took a walk through Aero’s cavernous 12 halls to get a early peek.

As I’ve observed many times, the night before, mere hours ahead of the show opening, the exhibits look chaotic. With packing boxes and parts strewn everywhere it seems impossible vendors can be ready in time. Aside from a few well-heeled organizations — those larger businesses that can pay outsiders to set up their exhibits ahead of time — most companies were scrambling furiously to be ready by opening day… which is now today.

Unpacking a big rig — Americans are generally not familiar with semi-tractor trailers that open as you see in this delivery of helicopters. Such side loading of fabric-covered commercial trailers is common in Europe.

Yet it always works, magically perhaps. Once again, late hours turned into a show by Wednesday the 19th, opening day. The show runs through Saturday the 22d. If you’re in Europe, I hope you’re coming. If not, I’ll do my best to show you what caught my attention.

What follows are a few images I captured as vendors continued their work (with apologies for showing how their spaces looked before all was complete). I’ll describe each in a few words and will start regular reporting tomorrow. However, setting up is an essential airshow activity — and a fascinating aspect, at least to some of us.

Aero 2023 Preview

Count Dracula Flies! — From the producer of the all-composite Swan 103 that has interested Americans, here comes Dracula.

If you liked the high-wing Swan from AVI Aircraft but preferred a low wing, your prayers have been answered.

Yankees finally saw Swan at airshows last year, but they didn’t know what was next.

At Aero, AVI is introducing Dracula, a single-seat low-wing that can fold up into a trailer that looks impossibly small. I’ve already captured more images and information and will be writing about this soon.

Rotax on RV? — Wait! That’s not new. Van’s Aircraft already does Rotax, albeit only on RV-12, their LSA model.

The tail paint scheme caught my attention as it camouflages the QR code on the tail (yes, the code works).

Most RV models predate the -12 and commonly use Lycoming or Continental. Those engines have been well established for many years and many RV buyers choose an engine they know …or at least they do in America.

In Europe, Rotax is very well known but that’s not the only reason to choose it. Rotax is also more fuel flexible and that’s key. Around the world, avgas is rare and frightfully expensive. Since Rotax can use mogas — which can be mixed with avgas in any proportion — it easily wins the international battle.

This RV-4 uses a Rotax 915iS yet qualifies as a “ultralight” in Germany (indicated by the D-M… registration numbers).

916iS Popping Up More Frequently — I’ve already reported on Rotax’s 160 horsepower 916iS  but it was the first time most had seen or heard of it.

As airframe producers made the effort to configure the new engine to their aircraft, its appearance is becoming more common.

One of the best marketers in the LSA space, JMB Aircraft, prominently featured one of their sleek VL3 models sporting the new fuel-injected, intercooled engine.

They are also displaying their turbine-powered VL3 and this reflects an interesting shift I’ve seen. Where once diesel engines for aircraft seemed to be all the rage, that has clearly faded and turbine seems to be moving into the space. Weights are less than combustion engines, or even electric due to the mass of batteries. Maintenance can be low with TBOs that run well beyond a piston engine. Fuel burn can be just 10 gallons per hour. While burning significantly more fuel than a Rotax 915iS, turbines have their advantages and interest appears to be growing.

Junkers A60 Side-by-Side — Perhaps you loved the A50 Junior we saw at Sun ‘n Fun (article), but you wanted side-by-side seating and tricycle gear. The German company — with production in Battle Creek Michigan (in the same facility where Waco biplanes are built) — has you covered.

These are somewhat specialized aircraft and they may take a certain kind of buyer. However, you cannot fault the exquisite design effort and the painstaking detail that shows in the construction.

With adequate funding and a strong push from the owner, Junkers is back in aviation and is set to make a greater impact on recreational aviation. Who can’t like that dedication to an activity we love?

Maggie and Scott Severen (on left) and Daniel Guenther and Mathias Betsch (far right) of Flight Design flank Randee Laskewitz and me as we toured around Aero ’23 to see what’s new. photo by Jan Fridrich

Airshow buddies! — Ask anyone who frequents airshow like I do and you will often hear how much pilots enjoy these event partly because they can run into old friends. After 25 years of attending Aero, I’ve come to know many in the European region and it is a great pleasure to have a conversation with them.

Delicious Differences

Unlike American shows that largely take place out-of-doors, Aero commonly hosts elaborate displays possible when exhibits are protected from weather and inside where stage lighting and dramatic backdrops can be arranged. While everyone comes to look at the airplanes, you cannot help but notice the great effort (and expense!) that many companies went to as they showcase their product. That and restaurant food available in multiple convenient locations (and even a beer garden for those that enjoy such). One more mundane thing that suits visitors: indoor plumbing (and I won’t say more).

I hope you can make it to Aero but if not, keep dropping by to see what’s news at Aero 2023!

Europe’s Aero covers developing projects better than most shows I attend, thanks significantly to my aviation journalist friend, Willi Tacke who almost single handedly brought the e-flight expo to Aero.

One interesting project that I wrote about years ago is the PAL-V roadable airplane or flying car. This particular project is flying, and is seeking regulatory approval from authorities. They echoed Terra Fugia by saying the most challenging part is getting approval for a vehicle that can drive on the roads.

Rigged for flight (top), another example was fully folded for road use. I didn’t ask about price, because, well… you know.

Compress Post ...

Aero is open! Yesterday, after flying across the Atlantic and despite starting to run low on energy and affected by the time zone change, a small group of us eagerly took a walk through Aero’s cavernous 12 halls to get a early peek. As I’ve observed many times, the night before, mere hours ahead of the show opening, the exhibits look chaotic. With packing boxes and parts strewn everywhere it seems impossible vendors can be ready in time. Aside from a few well-heeled organizations — those larger businesses that can pay outsiders to set up their exhibits ahead of time — most companies were scrambling furiously to be ready by opening day… which is now today. Yet it always works, magically perhaps. Once again, late hours turned into a show by Wednesday the 19th, opening day. The show runs through Saturday the 22d. If you’re in Europe, I hope you’re coming.

Expand Post ...

Aero Friedrichshafen Opens Wednesday — Intriguing Aircraft and Flying Gear Of All Kinds

By Dan Johnson || Leave a Comment

You know the expression: “What goes up, must…”

What goes up must come down and after it does, something needs to stop it. Here’s where one company has staked its claim. France’s Beringer left the high-speed action of motorcycles for even faster aerial machines …yet slowing them to a gentle stop is a matter the company takes very seriously.

Judging from all the easily-recognized Beringer hardware I see gripping the wheels of our favorite aircraft, the company appears to be doing remarkably well.

Happy Birthday, Beringer!

In the rolling hills of Woodruff, South Carolina, at Triple Tree Aerodrome, Beringer Aero USA celebrated its 10-year anniversary in the fall of 2022.

Beringer and its team of 32 employees, has progressively moved up in the ranks of widely-used wheel and brake systems, distinguishing themselves by the safety, reliability, and innovation of its distinctively-colored products.

At Beringer in France, a team of 25 designs, certificates, and manufactures its products while their seven-person USA division “focuses on retail and warehousing for the North-American market, providing customer support and local contact to its customers.”

The leaders of Beringer reported, “We did not set out to create ‘good enough’ wheels and brakes. We sought to create exceptional wheels and brakes, with the goal of providing peace of mind to pilots during the most critical phases of flight.” Smart, because while pilots love to go fast, they definitely appreciate a strong set of brakes at the end of the flight.

With its roots in wheel and brake systems, Beringer expanded into landing gear with the Alaskan Landing Gear for Cub-type airframes featuring 12 inches of oleo-pneumatic absorption. Their Shock Wheel system for LSA and ultralights equipped with spring gear gives 8 inches of absorption. Most recently, an innovative three-piece aluminum spring gear called B’Flex was added to the product line.

Established in 2012, Beringer Aero USA relocated from Chicago, Illinois to Greenville, South Carolina. Their newly-acquired facility adjacent to the Greenville Downtown Airport (GMU) is the North American outlet for the French manufacturer operated for 37 years by the Beringer family. Initially specializing in motorcycle wheels, forks, and brakes, the company turned to aviation in 2009. Through almost four decades, Beringer has never stopped innovating.

Introducing Aerotec+

The French company’s newest product is a new patented braking technology called Aerotec+.

“Representing a culmination of decades of production, testing, and experience, Aerotec+ offers a fundamentally new package designed for safety and increased performance,” said Beringer.

Two floating brake pads provide cooling from all sides, therefore lowering operating temperature for reduced pad wear and better caliper protection. Furthermore, the brake pad back plate has cooling fins to increase surface area and is made of a special steel alloy rated for higher temperatures that provides 20% more torque.

Aerotec+’s brake disc has been redesigned with a special steel alloy to increase the coefficient of friction while also handling higher temperatures while the brake caliper has been redesigned to increase rigidity for higher piston loads and incorporates new cooling fins to help dissipate heat. Beringer said Aerotec+’s 20% added torque translates into 15 to 30% greater kinetic energy meaning reduced landing distances.

What goes up must eventually stop and Beringer is determined to slow you down easily.

European Manufacturers Meeting

LAMA, the Light Aircraft Manufacturers Association, will host at Aero Friedrichshafen in event for airframe producers and developers to provide more information about the U.S. market.

FAA Administrator Billy Nolen spoke at EAA AirVenture Oshkosh 2022 where his deputy announced the proposed Mosaic regulation would be ready by August 2023.

Van’s Aircraft Chief Engineer Rian Johnson — who also serves as the chair of the ASTM F37 committee that creates LSA consensus standards —  will present information about FAA’s upcoming Mosaic regulation in the United States.

A panel of experts will answer as many questions as possible in the time available.

Attendees will also be introduced to an organization that may be able to assist companies that wish to make their initial entry to the U.S. market.

Rotax Aircraft Engines will provide catering for those manufacturers in attendance. This is an invitation-only event.

 

 

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You know the expression: “What goes up, must…” What goes up must come down and after it does, something needs to stop it. Here’s where one company has staked its claim. France’s Beringer left the high-speed action of motorcycles for even faster aerial machines …yet slowing them to a gentle stop is a matter the company takes very seriously. Judging from all the easily-recognized Beringer hardware I see gripping the wheels of our favorite aircraft, the company appears to be doing remarkably well. Happy Birthday, Beringer! In the rolling hills of Woodruff, South Carolina, at Triple Tree Aerodrome, Beringer Aero USA celebrated its 10-year anniversary in the fall of 2022. Beringer and its team of 32 employees, has progressively moved up in the ranks of widely-used wheel and brake systems, distinguishing themselves by the safety, reliability, and innovation of its distinctively-colored products. At Beringer in France, a team of 25 designs, certificates, and manufactures its products while their seven-person USA division “focuses on retail and warehousing for the North-American market, providing customer support and local contact to its customers.” The leaders of Beringer reported, “We did not set out to create ‘good enough’ wheels and brakes.

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Aero Friedrichshafen 2023 — JH Aircraft’s Popular Corsair Debuts e-Motion at Europe’s Best Show

By Dan Johnson || Leave a Comment

OK, I admit it. I’m a huge fan of Aero Friedrichshafen. This show packs a lot of delight into four days and 12 gymnasium-sized exhibit halls.

JH Aircraft‘s distinctive Corsair captured the attention of many pilots. It can qualify for regulations like Part 103 in several countries.

In 2023, many of the aircraft on display are known to Americans. However, Europe tends to produce more proof-of-concept projects than we see in America. This is partly as European governments subsidize certain developments, such as when a designer engages a national university. The builder gets technical assistance. The students get real-life experience.

Help with these costs yields many interesting designs but few make it to market. However, novel ideas can find their way into other, marketed designs.

Other projects are carried, just like in America, by entrepreneurs that simply will not stop until they reach their goal. Jörg Hollmann of JH Aircraft is a driven engineer who has steadily developed and improved his super-light Corsair lookalike. For Aero 2023, he has something new… again!

Part 103-Eligible Corsair

When Jörg first introduced his carbon-fiber-tube-primary-structure Corsair, lot of us had to pick up our jaws from the floor. Corsair was so distinctive in its shape and so unique in its construction that most initially refused to believe it could fit Germany 120-Kilogram Class (empty weight allowed is within a couple pounds of Part 103).

Then he finished the aircraft, flew it, and proved it could make weight. Later Jörg worked with a three-cylinder internal combustion engine that seemed to fit the era well. He wasn’t done as you’ll see below.

Corsair is “a microlight single seater fulfilling different national regulations such as England’s SSDR or the U.S. Part 103, yet it is capable of +6 and -4 g without compromises on safety,” explained Jörg.

Designed and built in Germany, Corsair has an extremely strong carbon primary structure composed of laboriously-assembled carbon tube. “Furthermore,” Jörg added, “the complete cockpit area is constructed as a Kevlar reinforced safety cell.” Of course, this being a German design, an aircraft rescue system with a ballistic parachute is available as well. Germany requires such equipment.

“If you want to start your own project and build an aircraft on your own,” Jörg observed, “Corsair is not only available ready-to-fly but also as a kit.”

Get e-Motional!

If an aircraft is good, is an electric-powered one even better? Maybe, and those keen on this propulsion now have that choice on Corsair.

Using electric propulsion Corsair e-Motion can achieve approximately two hours of flight time.

“With electric propulsion, Corsair e-Motion is nearly maintenance-free, thus it is less complicated and leaves more time for the pure pleasure of flying,” believes Jörg. “Especially with open canopy in nice weather you can directly feel the freedom of flying.”

Different types of batteries are available with up to 14 kWh, allowing up to two hours of flight time. Batteries can be recharged in approximately 4.5 hours at a standard wall outlet or in just 1.5 hours using a quick charger, reported JH Aircraft.

Those attending Aero Friedrichshafen 2023 are warmly invited to examine Corsair at Aero (April 19th – 22nd) in Hall 5, stand 305.

TECHNICAL SPECIFICATIONS
JH Aircraft Corsair eMotion
all specification provided by the manufacturer

The folding wings are not only an eye-catcher at every airfield but also space saving in the hangar with a width of less than 9 feet.

  • Wing span (folded wings) — 24.6 feet (9.0 feet)
  • Length — 20.7 feet
  • Wing area — 108 square feet
  • Empty Weight (without batteries) — 187 pounds
  • Payload — 364 pounds
  • Load Factors — +6g / -4g
  • Engine — Electric motor HPD16 or HPD20
  • Power — 16 kWc / 20 kWpeak or 20 kWc / 30 kWpeak
  • Batteries — 7. 1 or 14 kWh / max 136 pounds
  • Flight time — Up to 2 hours (14 kWh)
  • Take off roll distanc — < 130 feet
  • Take off over 50 ft obstacle — < 400 feet
  • Stall speed — 30 knots
  • Cruise speed — 86 knots
  • Maximum speed — 108 knots
  • Best climb — 1200 feet per minute

ARTICLE LINKS:

This video interview was recorded three years ago, before Covid, on my last visit to Aero until 2023.

And here’s a shorter review of the aircraft before it flew, featuring in-flight views at the end.

Compress Post ...

OK, I admit it. I’m a huge fan of Aero Friedrichshafen. This show packs a lot of delight into four days and 12 gymnasium-sized exhibit halls. In 2023, many of the aircraft on display are known to Americans. However, Europe tends to produce more proof-of-concept projects than we see in America. This is partly as European governments subsidize certain developments, such as when a designer engages a national university. The builder gets technical assistance. The students get real-life experience. Help with these costs yields many interesting designs but few make it to market. However, novel ideas can find their way into other, marketed designs. Other projects are carried, just like in America, by entrepreneurs that simply will not stop until they reach their goal. Jörg Hollmann of JH Aircraft is a driven engineer who has steadily developed and improved his super-light Corsair lookalike. For Aero 2023, he has something new… again!

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GONE FLYING! — Affordable Aviation to Spread More Widely via Flying Magazine Channels

By Dan Johnson || 30 Comments

For a long time, my entire focus has been recreational aviation news. Normally, the news is about an aircraft, a new engine, or some innovative flying product. The news is rarely about the messenger, ByDanJohnson.com.

As many who attended Sun ‘n Fun 2023 learned and even more discovered via online news — Flying Media has acquired the ByDanJohnson aviation brand and all of the written, photographic, or video content created under the tagline, “By Dan Johnson.”

This content dates to 1976. Since the mid-1990s, much of this work migrated from print to the web. Work on the website began in 1999… a mere four years after the World Wide Web was birthed by the Netscape browser.

Building a website was very challenging then — we called it “stick-built,” as every line of code to make it work had to be written essentially from scratch. WordPress, which today delivers ByDanJohnson.com and about one-third of all websites worldwide, did not exist in 1999. Google was new. Facebook had yet to launch. No one had heard of YouTube. Apple’s iPhone was years away. Tick tock was something only a clock did. A lot happened in 20 years.

It was a formative period to go online. I got lucky with the timing. Being very early to move from print to web, I benefitted from being able to refine the website and build an audience long before most of today’s web outlets existed.

As Flying takes completes its takeover around April 1, 2024, ByDanJohnson.com will complete a full 20 years of publishing… an eternity in Internet time. Flying will rebadge ByDanJohnson.com as AffordableAviation.com. I purchased this website domain name many years ago with exactly this change in mind.

Don’t go to AffordableAviation.com yet. It is not ready. Today, everything remains exactly as you expect.

What and Who Is Flying?

The magazine you already know. Every pilot knows it. For many of us, it was probably the first aviation magazine we ever read. Flying has been headquartered in places like New York City and has focused on the higher end of aviation though their coverage spans the field. However, the iconic magazine was not strong in affordable aviation. That’s where I saw an opportunity

Flying Media Group owner, Craig Fuller, poses near his Icon A5 LSA. His smile says a lot.

I contacted Flying Media owner Craig Fuller after discovering he was an LSA enthusiast; it turns out he owns two of them. He had purchased Flying magazine in 2021 and had ambitious plans. I believed that what I had to offer — the affordable end of aviation including Light-Sport Aircraft, Sport Pilot-eligible kit-built aircraft, and ultralights — could nicely complement the wider range of aviation served by Flying magazine.

Craig was “highly interested” almost from the start; he had already watched some of my videos and was familiar with my work. Between April 2022 and summer at AirVenture, we came to basic agreement and spent a few months working out the contract details.

What Does this Mean to You?

Regarding your interest in what you always find on ByDanJohnson.com, expect no changes. As I have for decades, I will continue my reporting on affordable aviation.

Affordable aviation — from LSA to Sport Pilot kits to ultralights — has been and will remain my exclusive focus.

AffordableAviation.com will come online soon enough and then the door will open widely for more pilots to see this content. I have been serving around 40,000 loyal readers each month. I expect that could double …or more, depending on how many in the Flying ecosystem are intrigued by affordable aviation. Already some articles of mine appear in Plane & Pilot, another familiar aviation title Craig acquired recently.

“The LSA category is the most exciting part of the aviation industry,” Craig said in Flying’s announcement. “It offers affordable access to some of the most advanced general aviation aircraft in the market. With the changes expected under Mosaic, we expect an explosion in new aircraft models, innovative technology, and more affordable offerings for pilots and aircraft owners. Affordable aviation is coming to general aviation and Flying Media Group plans to capitalize on this opportunity by providing far more coverage and content related to the category, across all of our channels.”

I can hardly tell you how pleased I am that Craig and Flying magazine (and several online products) will carry the affordable aviation flag into the future. For nearly a century, Flying has built a reputation and audience unmatched throughout all of aviation. To join such a prestigious, well-known and well-respected aviation publisher is very satisfying.

What Will I Be Doing? — Short answer: trying to keep up! For the next year, I expect to be busier than ever. The affordable end of aviation is enjoying strong success.

Part 103 ultralights — that nobody, including me, can count accurately — appear to be doing very well. Light-Sport Aircraft and Sport Pilot kit-built aircraft were up almost 20% in 2022 after a 10% gain the year before. Companies are quoting deliveries into 2024.

In other space, eVTOLs are capturing attention and money by the bagful. Air taxis may be well off in the future but Part 103 eVTOLs are almost market ready now.

Finally, FAA should be on the cusp of releasing their much-anticipated NPRM known as Mosaic.

Whew! What a time to be covering the segment of aviation I love. Now, with Flying’s acquisition, decades of content can be offered to a larger world of aviation. I will do my best to faithfully report affordable aviation and the fun sort of flying machines recreational pilots enjoy.

C’mon along for the ride. I’ll happily be your tour guide.

Compress Post ...

For a long time, my entire focus has been recreational aviation news. Normally, the news is about an aircraft, a new engine, or some innovative flying product. The news is rarely about the messenger, ByDanJohnson.com. As many who attended Sun ‘n Fun 2023 learned and even more discovered via online news — Flying Media has acquired the ByDanJohnson aviation brand and all of the written, photographic, or video content created under the tagline, “By Dan Johnson.” This content dates to 1976. Since the mid-1990s, much of this work migrated from print to the web. Work on the website began in 1999… a mere four years after the World Wide Web was birthed by the Netscape browser. Building a website was very challenging then — we called it “stick-built,” as every line of code to make it work had to be written essentially from scratch. WordPress, which today delivers ByDanJohnson.com and about one-third of all websites worldwide, did not exist in 1999.

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Nisus Gyro “Spacecraft” — Faceted Yet Sleek, Side-by-Side, and Loaded with Cleverness

By Dan Johnson || 9 Comments

All week at Sun and Fun 2023 my eye kept drifting to a rather distinctive gyroplane. We’ve seen side-by-side before (AutoGyro, Magni, and Rotorvox, the latter being closet to Nisus). I liked those for the same reason as most pilots. Generally, we enjoy sitting next to our cabin mate although some prefer the “dual solo” configuration of fore-and-aft tandem seating.

Since it wasn’t side by side that did it, was it the way the canopy seemed to hinge forward and nearly off? Was it the dual-boom empennage?

No, it was something much simpler.

American Rich Lanning gave me a tour of the Slovakian Nisus Gyro.

Several years ago, Cadillac redesigned their line of luxury cars with what I’d call a “faceted” look, that is, body panels composed of straight or flat surfaces with angular lines (something like the “facets” that help a cut diamond catch the light). I had car-geek friends that simply hated Cadillac’s look. I liked it. I thought it conveyed a strong, formidable appearance. Like a car’s paint color, such design features are very personal.

Nisus Gyroplane

Nisus leaders Jindrich Zahumensky (CEO and founder) and Ondrej Jancovic (COO and product development) have been head-down for three years said U.S. representative, Rich Lanning. What we saw at Sun ‘n Fun 2023 was one of three in existence. However, based a long list of special design qualities and the installation of a potent engine, I predict we’ll see more Nisus gyros.

Jindrich and Ondrej could see what the other side-by-side gyro producers were doing and they clearly set out to further those design efforts. The earlier designs simply don’t have all the innovative ideas that Nisus does.

I realize that a substantial majority of my readers prefer fixed wing aircraft so I keep a rather close focus on conventional three-axis flying machines. However, I like trikes and gyroplanes, too, and they deserve regular coverage for those enthusiasts.

Nisus uses a primary structure welded from chrome molybdenum steel tubes (25crmo4 NBK), reducing weight while ensuring a rigid form and enhanced safety. The inside of the cabin is fully layered with a carbon Kevlar hybrid for occupant safety.

The empennage is a rare (though not unique) gyroplane design with double rudders to improve low-speed maneuvering at low speed, such as during landings.

Getting the Details Right

At Sun ‘n Fun 2023 and once afterward, I visited with Rich to review all the upgrades Jindrich and Ondrej introduced. Some are minor and simple. Others are novel. All have some merit. Let’s review…

✔️ Simple but necessary. How do you tie down a gyroplane. Not by its “wings.” Instead, Nisus provides tie downs on all three wheels.

✔️ Nisus’ engine cowl unlatches in three places on each side. Pilots must remove the cowling to check the oil. Why the added step? This careful pair of designers wanted to be sure pilots examine the whole engine before flight, not merely check the oil quantity. The engine cowl is secured by latches, not screws; they have guide pins to help seat each latch properly. It only takes a few minutes. Nonetheless, Rich said they have asked about hinging the cowl panels to make this inspection easier. Their goal was good but removing the cowl seems burdensome.

Red arrow depicts a removable, specially-configured weight used when flying solo from the right seat.

✔️ Nisus provides two gas doors. “I’m not sure why they use two fill points,” wondered Rich, “but you can fill from either side into a single tank.” Nisus comes with a fuel dip stick, which can be used on either side to verify quantity. Many aircraft fuel-fill points use a curved pipe that can cause fuel back splash if you refuel too quickly (airports serving large, thirsty airplanes often pump fuel very fast). With Nisus’ straight down pipes, Rich says he never splashes.

✔️ The seat back moves fore and aft either at top or bottom. This is the principal adjustment for shorter or taller pilots. The seat cushion does not move, however, the rudder pedals are adjustable so Nisus fits different sized pilots easily.

Custom-made luggage precisely fits those spaces aft of the seat. Also note fuel tank dipstick at top center.

✔️ The cabin with its large acrylic canopy is vented in front of pedals aided by a variable speed fan. Two canopy side-mounted inlets assure plenty of cabin airflow. For colder climates, Nisus also has heat.

✔️ A fuel cut-off is easy to reach; some design place this important emergency control in harder-to-reach locations.

✔️ Nisus uses pneumatic control supplied by an on-board air compressor for a rotor brake and for the rotor disk trim system. Hydraulics are used for wheel braking.

✔️ Nisus uses an integrated throttle, wheel-brake lever, and prerotator handle grouped for one-hand operation. Rich said that Nisus prerotator spins up the rotor quickly (15-20 seconds) and you can go full power as this happens. With a simple hand gesture, you can relax the wheel brake and release the prerotator without removing your hand from the throttle. This makes great sense in an important phase of flight.

✔️ A glove box aft of the throttle quadrant has inside it a zippered lining that when unzipped gives access the control cables and more for inspection… another minor but clever way to check your bird before flight.

Nisus’ canopy swings down but also slides fore and aft to ease entry and exit.

✔️ Less frequently, recommended every 100 hours, you can perform a simple check for weldment fatigue — cracks in the chrome moly welds — by using an access point to pressurize the steel tubes. With the correct technique this could uncover a major problem before it arises.

✔️ Nisus offers custom-designed passenger luggage that perfectly fits openings behind the seats while matching the interior.

✔️ Kanardia avionics are installed.

✔️ Nisus is amply powered by a 141 horsepower Rotax 915iS as standard. Engine inlets for cooling appear top and bottom of the engine compartment with plenums to direct the air.

✔️ Rich noted that Nisus offers a very tight turning radius.

✔️ Pre-configured weights that are custom fit to a location in front of the rudder pedals are provided. This mass is used during solo operation; the pilot-in-command sits in the right seat.

TECHNICAL SPECIFICATIONS
Nisus Gyroplane
all specifications provided by the Slovak factory

  • Length — 16.6 feet
  • Width — 5.5 feet
  • Height — 8.9 feet
  • Cabin Width — 51 inches
  • Cruise Speed — 70-86 knots
  • Maximum Speed — 105 knots
  • Engine — Rotax 915iS, fuel injected, intercooled
  • Power — 141 Horsepower
  • Rotor — Gyrotech (brand) 28.25 feet diameter
  • Fuel Tank Capacity — 24 U.S. gallons
  • Airframe (primary structure) — Welded chrome molybdenum steel tubes
  • Propeller — Composite, 3-blade
  • Takeoff Distance — 656 feet
  • Landing Distance — 492 feet
  • Takeoff Roll — 230-390 feet
  • Landing Roll — 0-60 feet

Nisus got their start in 2005 making the Joker Trike. It continues in production alongside the gyroplane.

Compress Post ...

All week at Sun and Fun 2023 my eye kept drifting to a rather distinctive gyroplane. We’ve seen side-by-side before (AutoGyro, Magni, and Rotorvox, the latter being closet to Nisus). I liked those for the same reason as most pilots. Generally, we enjoy sitting next to our cabin mate although some prefer the “dual solo” configuration of fore-and-aft tandem seating. Since it wasn’t side by side that did it, was it the way the canopy seemed to hinge forward and nearly off? Was it the dual-boom empennage? No, it was something much simpler. Several years ago, Cadillac redesigned their line of luxury cars with what I’d call a “faceted” look, that is, body panels composed of straight or flat surfaces with angular lines (something like the “facets” that help a cut diamond catch the light). I had car-geek friends that simply hated Cadillac’s look.

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Magical Merlin Motorglider Goes Both Ways: Part 103 or Motorglider; Gas or Electric

By Dan Johnson || 8 Comments

Regular readers know I have closely followed the Merlin developments. I use plural because developer Chip Erwin has steadily built this single seat flying machine into a whole fleet of its own. At Sun ‘n Fun we saw a display of three airplanes in different variations.

Let’s begin with a focus on the modest cost of Merlin. I promote affordable aviation all day long. That word “affordable” means something different to every single pilot so every time I use the word someone is going to tell me, “It’s still too expensive.”

Look I get it. I’m a consumer, too. Plus, who doesn’t enjoy a deal? So here’s the short answer: “Finished Price: $34,000.” That’s a direct quote from Aeromarine-LSA. I know some may say that doesn’t work for them but in this day and age, that is a bargain for a ready-to-fly aircraft. When that buys an airplane built like Merlin Lite, one equipped the way Chip has configured it, I consider that one of the great values in aviation.

Market Ready?

Chip is a great salesman for his projects, which builds expectations. Pilots waiting to satisfy their interest have had to be patient but now production is drawing close. A partnership with M-Squared is eagerly anticipated by Chip, M-Squared‘s Paul Mather, and all those interested pilot-customers.

An original (and immaculate) European Merlin powered by an HKS 700E, one of several motors Chip used before settling on the Polini for the Part 103 model. Compare this engine cowl to the white aircraft above.

Merlin has grown into a line, with Merlin PSA, Merlin, Merlin Lite (longer wings for Part 103), and hints about a Merlin II. Aeromarine-LSA describes Merlin Lite as “an all-new version of the Merlin, one that has a longer wing and a lighter airframe to meet the FAA Part 103 ultralight rule.” Chip is laser focused on Part 103 with an airplane that looks very conventional: full enclosure including one door on a cabin with lots of windows, complex flaps, a long soaring-style wing, hydraulic brakes, electric trim, modern avionics plus a central iPad mount, airframe parachute, and more.

What visitors saw at Sun ‘n Fun 2023 provides a good glimpse of the final product. Merlin Lite on trigear looked finished and ready for market.

Long slender soaring-style wings are part of the Merlin Lite magic. Like the entire aircraft, wings are all metal.

In addition, Chip showed a Part 103 Merlin Lite on straight (that is, non-amphibious) floats. Both trigear landplane and float-equipped Merlin Lite were powered by a Polini 303DS liquid cooled engine with dual ignition, electric start, and battery. The engine produces 38 horsepower at 8000 RPM.

Chip noted, “For Part 103 compliance we only install one wing tank with 4.15 gallons capacity which is good for about 4 hours flying with the Polini engine.” A second tank can occupy ready space in the other wing but it will not then qualify for Part 103.

“The Merlin Lite can be flown as a Part 103 ultralight with virtually no regulations but will require a BRS rescue system to increase the allowable weight,” said Chip. Of course, Merlin Lite may also be registered in Experimental class, which does not have the weight and speed restrictions of Part 103.

Merlin Lite sits atop Aeromarine-LSA straight floats. We have another video coming on this product. All Merlin Lites come standard with fitting for floats. ••• Electric power is also coming to Merlin Lite, but that, too, is a subject for another article.

One part of the long wing magic, where span increases to 32 feet, is a reduction of stall speed below 24 knots, the limit for Part 103. “A three-hinge Fowler flap employs slots and deflects to 50 degrees to really slow down the aircraft,” said Chip. “Yet when fully retracted the wing becomes very clean. Combined with the cantilevered wing our Merlin lite with this high aspect ratio wing will have a L/D ratio suitable for motorgliding or efficient flight under electric power.”

The focus on motorglider has two aspects. In one case, it keeps Merlin Lite within Part 103’s tight limits despite looking for all the world like a “real” airplane. The other reason is more obscure.

FAA allows a pilot with a sailplane (glider) certificate and a motorglider sign-off to fly without any form of medical. However, motorgliders are not bound by Part 103’s speed or weigh limits, giving this specialized aircraft a quite special niche in all of American aviation. Pipistrel has employed this unique carve-out and now so will Chip.

Learn much more in the video below, shot at Sun ‘n Fun 2023. And visit Aeromarine-LSA’s dedicated Merlin page. Also, visit Merlin manufacturing partner, M-Squared.

Compress Post ...

Regular readers know I have closely followed the Merlin developments. I use plural because developer Chip Erwin has steadily built this single seat flying machine into a whole fleet of its own. At Sun ‘n Fun we saw a display of three airplanes in different variations. Let’s begin with a focus on the modest cost of Merlin. I promote affordable aviation all day long. That word “affordable” means something different to every single pilot so every time I use the word someone is going to tell me, “It’s still too expensive.” Look I get it. I’m a consumer, too. Plus, who doesn’t enjoy a deal? So here’s the short answer: “Finished Price: $34,000.” That’s a direct quote from Aeromarine-LSA. I know some may say that doesn’t work for them but in this day and age, that is a bargain for a ready-to-fly aircraft. When that buys an airplane built like Merlin Lite, one equipped the way Chip has configured it, I consider that one of the great values in aviation.

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CubCrafters Votes for Rotax — New Carbon Cub UL Model Is First-Ever 916iS Installation

By Dan Johnson || 2 Comments

CubCrafters has never made an aircraft powered by Rotax. Images accompanying this article portray their very first example using the 9-series engine in a model intended for production. Most of their factory pilots or dealers have never flown behind a Rotax.

Yet Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker’s newest 916iS powerplant. Why did the Washington state company do this?

One main reason given by Brad Damm, the company’s vice president of sales and marketing, is because customers asked for it. However, Brad has several other good reasons, which he shared in the video below.

916iS Launch Customer

At Sun ‘n Fun 2023, CubCrafters introduced a new variant of its Carbon Cub aircraft line. Being developed with a special eye for international markets, the west coast company named it “Carbon Cub UL.”

“We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS,” stated CubCrafters. “The goal is a new airplane that features multi-fuel technology (mogas and/or avgas), fully meets ASTM standards, and carries two adult people with a full fuel load and a reasonable amount of baggage at a takeoff weight of 600 kilograms or 1,320 pounds.”

Key to the development of the new aircraft is CubCrafters’ collaboration with BRP-Rotax, said CubCrafters, because the engine maker chose top launch their new 160 horsepower turbocharged engine on the Carbon Cub UL. The new 916iS engine is lighter, more fuel efficient, and thanks to turbocharging, can produce more power than the normally aspirated CC340 engine on the Carbon Cub SS (especially) in higher density altitude scenarios.

“Our Carbon Cub was first introduced in 2009 and has been a successful aircraft for both CubCrafters and the entire backcountry flying community,” stated Patrick Horgan, CubCrafters President and CEO. “Now, we’re reimagining the Carbon Cub by incorporating the latest in pre-preg composites, more titanium components, and innovative manufacturing techniques, along with the best new engine and avionics technologies for even more performance and versatility.” Brad further elaborates some of these upgrades in the video below.

Emphasizing their global aspiration, Patrick added, “We believe this aircraft will make a major contribution to unlocking the enormous potential of the international marketplace.”

The production version of the new aircraft is slated to be initially built, certified, and test flown as a Light-Sport Aircraft at the CubCrafters factory in Yakima, Washington, but it will also meet Ultralight category requirements in many international jurisdictions.

“The aircraft can remain in the LSA category for our customers in Australia, New Zealand, Israel, and even the United States, but it can also be deregistered, exported, and then reregistered as an Ultralight category aircraft in many jurisdictions in Europe, South America, and elsewhere,” explained Brad Damm. “This is a concept we’ve looked at for the last several years. Our kit aircraft program has always been strong in overseas markets, and now we are very excited to have a fully factory assembled and tested aircraft to offer to our international customers.”

The UL concept of a lighter and even better performing version of the Carbon Cub for international markets was first seen for a stunt in Dubai, UAE. A technology demonstrator version of the aircraft was able to successfully land and take off again from a 27-meter (about 90 foot) diameter heliport that is suspended 56 stories above the ground on top of Dubai’s iconic skyscraper, Burj Al Arab hotel as part of a recent Red Bull project that inspired audiences worldwide.

Much more information about the Carbon Cub UL, including a product launch Q&A, engine technical specifications from Rotax, and video and still images of the aircraft and engine for editorial use can be found on this dedicated webpage.

ARTICLE LINKS:

Compress Post ...

CubCrafters has never made an aircraft powered by Rotax. Images accompanying this article portray their very first example using the 9-series engine in a model intended for production. Most of their factory pilots or dealers have never flown behind a Rotax. Yet Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker’s newest 916iS powerplant. Why did the Washington state company do this? One main reason given by Brad Damm, the company’s vice president of sales and marketing, is because customers asked for it. However, Brad has several other good reasons, which he shared in the video below. 916iS Launch Customer At Sun ‘n Fun 2023, CubCrafters introduced a new variant of its Carbon Cub aircraft line. Being developed with a special eye for international markets, the west coast company named it “Carbon Cub UL.” “We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS,” stated CubCrafters.

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Sun ‘n Fun 2023, Day 3 — Four-Stroke Power for Part 103 Ultralights, Available Now

By Dan Johnson || 4 Comments

If I hear one thing over and over it is this: “I want a four-stroke engine for my Part 103 ultralight. Are any available?”

For years the answer was, “Well, brand XYZ offered one but they disappeared from the market some years ago. One such winner I flew was the Bailey four-stroke out of England. However, a visit to their website recently was not very productive. Regretfully, other four-stroke powerplants are rare (although for slightly larger airplanes, Chip Erwin’s V-Twin will soon add to the choices).

Are you out of luck trying to obtain a Part 103 four-stroke? NOPE!

Aero 1000 Engine
Fine Swiss Engineeering

Air-Tech, Inc., is one of my favorite companies. While I love the people behind this Louisiana company, it isn’t their deep expertise, long experience, or even an endearing sense of humor that surrounds the Bornes — a father and son team to envy. My admiration for this family team is significantly because they have nurtured and preserved the venerable Quicksilver brand for decades.

Ken Borne of Air-Tech, Inc.

In the video below, son Ken Borne related that the company’s longevity goes back 44 years, He isn’t old enough for that. Ken noted he’s been at it for 19 going on 20 years but dad Bever Borne was active as the world’s largest Quicksilver dealer way back in the early days of ultralight aircraft. For several years in the early 1980s, Bever’s dealership sold something like 200 aircraft per year. Imagine that! Many manufacturers would have loved such a number.

Various companies have acted as the manufacturer of the Quicksilver line over the years, Fortunately, they kept making the airplane according to its carefully-engineered foundation. However, changing ownership makes some buyers uncomfortable.

Quicksilver is now more stable than it’s been since the very beginning back in the late 1970s. That’s because in the last ownership shift, Bever and family bought the whole shebang. They purchased everything except the GT500 but covering the entire product line from the MX or Sprint/Sport series to the single seat GT400. It took several semi-truck loads to bring it all from southern California to Reserve, Louisiana.

Their rescue of the Quicksilver line and preservation of the brand was warmly received by the legions of ‘Quick’ enthusiasts. Well beyond 15,000 Quicksilver models have been delivered, making the brand one of the most successful marques in all of aviation. To my knowledge, only Van’s Aircraft has delivered more kits to pilots.

Air Tech, Inc., has a broad product and. service capability. They have all the original Quicksilver parts, many accessory items (never produced by Quicksilver, Inc.), and can aid repair on any Quicksilver model.

Air Tech, Inc., mainly sells kits but they do own the Special LSA credential for the Sport S2SE, making this popular aircraft a proper training aircraft to fly the rest of their line. A buyer of the SLSA model is permitted to offer paid flight instruction and rental of the aircraft under LSA regulations.

Aero 1000 is an adaptation of a junior-Indy car race engine. The base powerplant is manufactured by Helvenko in Switzerland, home to the finest clock mechanisms on Earth. Engineers at the company race these engines themselves so they have an intimate feedback loop that can constantly improve the engine.

Ken and Bever have created the motor mount and all the related items. After a full year of testing, it is ready for market.

Check the video below to get Ken’s take on the engine. He also describes all the work they’ve done since last year.

Four stroke power is available now for your Part 103 or other very light aircraft. Hurray!

TECHNICAL SPECIFICATIONS
Air-Tech, Inc., Aero 1000 Engine
all info supplied by Air-Tech, Inc.

  • Displacement — 250 cubic centimeters
  • Output — 39 Horsepower
  • Function — Four Stroke
  • Operation — 9200 RPM
  • Fuel Delivery — Injected
  • Controls — Electronic Compensation (listen to video for more)
  • Redrive — Belt and Clutch
  • Consumption — 1.2 gallons per hour at cruise (6000 RPM)
  • Approximate Installed Weight (all components) — 80 pounds
  • Time Between Overhaul — 500 hours (primarily inspection)
  • Helvenko Engine Manufacturer — direct website link to Aero 1000 data

Special Congratulations
to Gene “Bever” Borne,
EAA Ultralight Hall of Fame
inductee for 2022…

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If I hear one thing over and over it is this: “I want a four-stroke engine for my Part 103 ultralight. Are any available?” For years the answer was, “Well, brand XYZ offered one but they disappeared from the market some years ago. One such winner I flew was the Bailey four-stroke out of England. However, a visit to their website recently was not very productive. Regretfully, other four-stroke powerplants are rare (although for slightly larger airplanes, Chip Erwin’s V-Twin will soon add to the choices). Are you out of luck trying to obtain a Part 103 four-stroke? NOPE! Aero 1000 Engine Fine Swiss Engineeering Air-Tech, Inc., is one of my favorite companies. While I love the people behind this Louisiana company, it isn’t their deep expertise, long experience, or even an endearing sense of humor that surrounds the Bornes — a father and son team to envy.

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