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

Able Flight LSA Team Crosses U.S. in 17 Hours

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Cross this big country east to west in a day? …in a Light-Sport Aircraft? Yup!

On June 8, pilots Matt Hansen and Jessica Scharle successfully completed a transcontinental flight in Peregrine FA-04, dashing 1,813.5 nautical miles from Florida to California. After making five stops along the way the duo touched down at Gillespie Field near San Diego at 10:22 PM, marking an elapsed time of 19 hours and 21 minutes, which includes time for fuel stops. Total flying time was just over 17 hours.

They may have accomplished the feat to help nonprofit Able Flight in its mission to assist disabled folks learn to fly, but I think these twentysomething pilots showed they have the right stuff. That’s even more obvious when you hear Jessica Scharle courageously overcame a rare medical condition that fused almost every joint in her body. Nearly immobilized at one time, numerous surgeries, years of physical therapy, and personal determination helped Jessica become completely independent.

After all that, a flight across America must have seemed a lighthearted jaunt. Indeed, when Jessica and instructor Matt Hansen arrived and were asked about the toughest part of their flight, they said in unison, “Texas.” Hansen, 23, is a flight instructor who trains people with disabilities to fly. Scharle is 24 and an Able Flight scholarship recipient who earned her Sport Pilot certificate last year at Hansen Air Group.

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Cross this big country east to west in a day? …in a Light-Sport Aircraft? Yup! On June 8, pilots Matt Hansen and Jessica Scharle successfully completed a transcontinental flight in Peregrine FA-04, dashing 1,813.5 nautical miles from Florida to California. After making five stops along the way the duo touched down at Gillespie Field near San Diego at 10:22 PM, marking an elapsed time of 19 hours and 21 minutes, which includes time for fuel stops. Total flying time was just over 17 hours. They may have accomplished the feat to help nonprofit Able Flight in its mission to assist disabled folks learn to fly, but I think these twentysomething pilots showed they have the right stuff. That’s even more obvious when you hear Jessica Scharle courageously overcame a rare medical condition that fused almost every joint in her body. Nearly immobilized at one time, numerous surgeries, years of physical therapy, and personal determination helped Jessica become completely independent.

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Computers in the Cockpit; Digital Replaces Analog

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Dynon’s line includes (top left, clockwise): D-120 EMS, D-10 EMS round-hole panel mount, D-10a EFIS round-hole mount, and D-100 EFIS. “We are much more vertically integrated than our competitors, meaning we design and make everything we sell…our products are better integrated,” claims Dynon.

Many website visitors ask about LSA avionics leadership. Indeed, ever since “steam gauges” gave way to glass screens, the players have changed. Analog instruments were made by many companies and became such commodities that you may not be able to name a brand. But as computers entered our cockpits, first via GPS and later with multi-function displays, brands became better known. *** For this mini-report, I’ll divide the new players into two groups: EFIS/EMS providers and GPS/radio providers. A third group will include autopilot builders and even newer gear like night vision systems. As I make some guesstimates about market shares, I acknowledge this is non-scientific. If you believe you have better information, please forward your comments. *** Among fully-built SLSA, it appears Dynon has the lion’s share of the digital instrument market (photo). They admit their biggest competitor remains analog gauges but in “glass cockpits,” the Washington state company appears to have the lead — estimated at 50-75%. Two top manufacturers, Flight Design and Remos, use only Dynon. In the Experimental (EAB) market, Dynon is the probable leader though they have competitors such as Grand Rapids Technology, Advanced Flight Systems, Blue Mountain, and MGL Avionics…each of which also has installations in SLSA. One educated guess is that Dynon has half the EAB digital market, where GRT and AFS have another sixth each and Blue Mountain and MGL have something less than 10% each.

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Many website visitors ask about LSA avionics leadership. Indeed, ever since “steam gauges” gave way to glass screens, the players have changed. Analog instruments were made by many companies and became such commodities that you may not be able to name a brand. But as computers entered our cockpits, first via GPS and later with multi-function displays, brands became better known. *** For this mini-report, I’ll divide the new players into two groups: EFIS/EMS providers and GPS/radio providers. A third group will include autopilot builders and even newer gear like night vision systems. As I make some guesstimates about market shares, I acknowledge this is non-scientific. If you believe you have better information, please forward your comments. *** Among fully-built SLSA, it appears Dynon has the lion’s share of the digital instrument market (photo). They admit their biggest competitor remains analog gauges but in “glass cockpits,” the Washington state company appears to have the lead — estimated at 50-75%.

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First Major Corporate Change in LSA World

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The familiar SportCruiser (#6 in the rankings), now rebadged from Czech Sport Aircraft. Former CZAW import arm Sport Aircraft Works continues to represent the sleek composite Dynamic.

A long and winding trail in the sky, this story is… Once upon a time an American traveled to the Czech Republic, founded a small business to build kit aircraft, grew that into a full-fledged LSA producer, gained an investor with whom he later disagreed, and lost his enterprise. That’s the shortest possible take on it. When Chip Erwin’s Czech Aircraft Works dissolved, the chrysalis produced Czech Sport Aircraft… the new owner of the SportCruiser (photos). As Chip takes an unplanned sabbatical from this business, the new team under Martin Zikes is taking action. *** Czech Sport Aircraft (CSA) says its roots date back to 1934 when “a group of aviation enthusiasts opened a small workshop and started to build gliders.” Around World War II a related factory was seized by the Luftwaffe and served as a repair and maintenance facility. “After the war the company worked on all types of airplanes then flying in Czechoslovakia. During the ’50s and ’60s the factory manufactured the famous L-200 Morava, Z-37 Bumble Bee, and L-29 light military training jet. After the Velvet Revolution, the company was acquired by Aircraft Industries, the manufacturer of the legendary L-410 and L-13 Blanik gliders.” *** A late-breaking 2009 development involves CSA establishing cooperative-ownership facilitator LetsFly as the national distributor. The Czech manufacturer recently completed its LAMA ASTM Compliance Audit successfully and has established U.S. service centers for the 89 SportCruisers presently registered with FAA.

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A long and winding trail in the sky, this story is… Once upon a time an American traveled to the Czech Republic, founded a small business to build kit aircraft, grew that into a full-fledged LSA producer, gained an investor with whom he later disagreed, and lost his enterprise. That’s the shortest possible take on it. When Chip Erwin’s Czech Aircraft Works dissolved, the chrysalis produced Czech Sport Aircraft… the new owner of the SportCruiser (photos). As Chip takes an unplanned sabbatical from this business, the new team under Martin Zikes is taking action. *** Czech Sport Aircraft (CSA) says its roots date back to 1934 when “a group of aviation enthusiasts opened a small workshop and started to build gliders.” Around World War II a related factory was seized by the Luftwaffe and served as a repair and maintenance facility. “After the war the company worked on all types of airplanes then flying in Czechoslovakia.

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ASTM Standards Acceptance Around the Globe

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Could I possibly write about more boring stuff? Not many readers want to hear the details of how aircraft are certified. But here’s why it matters: If enough countries accept the same standards, it gives a greater market to producers, which may bring either new aircraft or new features on existing aircraft — or it may bring lower prices… or both. Cool new airplanes or new features and lower costs are of interest to most pilots.

I went to Friedrichshafen, Germany — where the Aero show is held — to attend ASTM meetings and we had regulators in attendance from China, England, New Zealand, and the European Union. Since we were in Germany the attention was naturally on Europe’s EASA (logo on photo) and its rather deliberate moves toward accepting ASTM standards.

Notably, the two representatives from China seem to think ASTM could be adapted in their country and progress may come sooner than later. India is also weighing acceptance of ASTM standards. Combined, these two countries represent one third of the Earth’s population. Admittedly both have tiny or non-existent recreational pilot populations today but that is predicted to change and the ramifications could be enormous… potentially far overshadowing the effect of European acceptance.

Does it all sound more interesting now? You decide, but anything that enlarges the market might make for a healthier future for LSA and cooler airplanes for you.

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Could I possibly write about more boring stuff? Not many readers want to hear the details of how aircraft are certified. But here’s why it matters: If enough countries accept the same standards, it gives a greater market to producers, which may bring either new aircraft or new features on existing aircraft — or it may bring lower prices… or both. Cool new airplanes or new features and lower costs are of interest to most pilots. I went to Friedrichshafen, Germany — where the Aero show is held — to attend ASTM meetings and we had regulators in attendance from China, England, New Zealand, and the European Union. Since we were in Germany the attention was naturally on Europe’s EASA (logo on photo) and its rather deliberate moves toward accepting ASTM standards. Notably, the two representatives from China seem to think ASTM could be adapted in their country and progress may come sooner than later.

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Strong Survive Tough Economy…Some Repositioning

By Dan Johnson || Leave a Comment

Though a few other brands (Evektor, CZAW, CubCrafters, and Jabiru) are closing on the 100-airplanes-registered benchmark, the four brands pictured above constitute the only triple-digit sellers and have 40% of all SLSA registrations. LSA performance in 2009 got closer to general aviation deliveries as the GA piston market sunk by a very steep 55% in 1Q09.

We continue to see the effects of the last year of economic turmoil in Light-Sport Aircraft market shares. The chart accompanying this SPLOG tells the numbers as always presented, with total market share since the first deliveries in 2005 based on carefully-reviewed FAA registration data. The top twenty (of 70 total) producers still represent almost 90% of total SLSA registrations. For the record… registrations on FAA’s database are not the same as sales. Aircraft can be registered and not sold. Aircraft can be identified as sold yet no longer registered, for example, if removed from service due to a non-repairable crash. To get some idea of the work my associate Jan Fridrich does to collect this information, go look for yourself at FAA’s database. *** Remos continues its solid 2008 performance despite the troubled economy. In the 16-month period since January 1, 2008 the German brand is the leader with 73 units registered, followed by familiar names, in order: Flight Design 62; Tecnam 49; Czech Aircraft Works (see below) 44; Jabiru 32; American Legend 27; AMD 23; CubCrafters 22; Aeropro 14, plus Evektor and TL Ultralight at 12 each. These 11 brands registered 74% of all new SLSA airplanes. *** One of the largest business developments since Czech-based Fantasy Air went down is the change of ownership at the maker of the SportCruiser. Formerly Czech Aircraft Works (CZAW), the company is now called Czech Sport Aircraft. New operators state they will support the fleet of 89 models flying… half of them delivered in the last year. Meanwhile, Fantasy Air importer Doug Hempstead reports he expects U.S.-based production of the Allegro to start later this year.

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We continue to see the effects of the last year of economic turmoil in Light-Sport Aircraft market shares. The chart accompanying this SPLOG tells the numbers as always presented, with total market share since the first deliveries in 2005 based on carefully-reviewed FAA registration data. The top twenty (of 70 total) producers still represent almost 90% of total SLSA registrations. For the record… registrations on FAA’s database are not the same as sales. Aircraft can be registered and not sold. Aircraft can be identified as sold yet no longer registered, for example, if removed from service due to a non-repairable crash. To get some idea of the work my associate Jan Fridrich does to collect this information, go look for yourself at FAA’s database. *** Remos continues its solid 2008 performance despite the troubled economy. In the 16-month period since January 1, 2008 the German brand is the leader with 73 units registered, followed by familiar names, in order: Flight Design 62; Tecnam 49; Czech Aircraft Works (see below) 44; Jabiru 32; American Legend 27; AMD 23; CubCrafters 22; Aeropro 14, plus Evektor and TL Ultralight at 12 each.

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Avemco Offers “Favored Rates” for Selected SLSA

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“We’ve experienced a very dramatic improvement in operational safety,” said Avemco. Here’s the 13 SLSA with “favored rates” — Legend Cub; Flight Design CTLS, CTsw, MC; CubCrafters Sport Cub and Super Sport Cub; FPNA Valor A-22 (top photo); Jabiru J170 SP, J230 SP, and J250SP (bottom); Remos G-3 and GX; Tecnam P2002 Sierra, P2004 Bravo, P92 Eaglet, and P92S Echo Super.

REPORTING AFTER SUN ‘N FUN — Not as exciting as a perfect landing, insurance is nonetheless a vital component of flying. For the most part: no insurance/no flying. And, as we’ve seen play out on the national stage with AIG (though not the aviation division) insurance is anything but assured when it comes to even giant companies failing. When you pay thousands of dollars per year as one expense of your flying, you want to know your company will be around to cover any loss. *** Avemco says it is the largest direct insurer — meaning they deal insurance company to owner without a middleman. They also report receiving an A+ rating for 25 consecutive years from A.M. Best, the insurance rating agency. Yet it gets much better. *** At Sun ‘n Fun Avemco president, Jim Lauerman announced “favored rates” for selected Special Light-Sport Aircraft (see photo caption). This means that Avemco has judged these brands worked hard to assure good transition training, which has resulted in reduced losses. They also provide good parts availability and have reasonable repair costs. *** The great news surrounds reducing claims from LSA operators. Avemco went from high losses per premium dollar to “finding a small profit from the business…for a three year old product, that’s not bad.” In fact, that’s good for Light-Sport Aircraft: Have insurance/will keep flying!

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REPORTING AFTER SUN ‘N FUN — Not as exciting as a perfect landing, insurance is nonetheless a vital component of flying. For the most part: no insurance/no flying. And, as we’ve seen play out on the national stage with AIG (though not the aviation division) insurance is anything but assured when it comes to even giant companies failing. When you pay thousands of dollars per year as one expense of your flying, you want to know your company will be around to cover any loss. *** Avemco says it is the largest direct insurer — meaning they deal insurance company to owner without a middleman. They also report receiving an A+ rating for 25 consecutive years from A.M. Best, the insurance rating agency. Yet it gets much better. *** At Sun ‘n Fun Avemco president, Jim Lauerman announced “favored rates” for selected Special Light-Sport Aircraft (see photo caption).

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Sport Pilot and LSA Still Being Discovered

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Aero Innovations — Not only do Light-Sport Aircraft cost much less than new GA aircraft, but this segment of aviation gives birth to creativity less common among Type Certificated aircraft. Above we see a clean, composite Hungarian seaplane and the super-sleek Synchro from FlySynthesis of Italy as seen at Germany’s Aero show.

I check news sources in several ways: print, Internet, broadcast. I also check news on my iPhone and today the top U.S. headline on my news server (Mobile News Network, an Associated Press outlet) read: “Economy Buffeting Student Pilots, Flight Schools.” The story from AP’s Dayton, Ohio office was professionally written by James Hannah. He did his research by contacting various student pilots and flight school operators plus a spokesman for AOPA. Those interviewed related the dream of flight but lamented the cost of a Private license, which was repeated at the $10,000 price level. The costs of lessons, fuel, and rental or ownership were all faulted for being too high for today’s precarious economy. *** The leading 27 paragraphs of the article drove home the high-cost of flying… but finally, in paragraphs 28 and 29 (of 31 total), author Hannah referenced Sport Pilot (though with not one word about Light-Sport Aircraft). He got it right saying, “The license costs half as much and can be obtained twice as fast.” *** My message about this article — which, I repeat, showed up at the very top of U.S. news headlines from a large news organization — suggests that cool as our LSA airplanes are and as cost efficient as the Sport Pilot certificate is… most folks, even in aviation, have more to learn about them. If that’s an accurate statement and if our Light-Sport Aircraft are as much fun as we think, then growing sales should follow increased awareness of SP/LSA.

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I check news sources in several ways: print, Internet, broadcast. I also check news on my iPhone and today the top U.S. headline on my news server (Mobile News Network, an Associated Press outlet) read: “Economy Buffeting Student Pilots, Flight Schools.” The story from AP’s Dayton, Ohio office was professionally written by James Hannah. He did his research by contacting various student pilots and flight school operators plus a spokesman for AOPA. Those interviewed related the dream of flight but lamented the cost of a Private license, which was repeated at the $10,000 price level. The costs of lessons, fuel, and rental or ownership were all faulted for being too high for today’s precarious economy. *** The leading 27 paragraphs of the article drove home the high-cost of flying… but finally, in paragraphs 28 and 29 (of 31 total), author Hannah referenced Sport Pilot (though with not one word about Light-Sport Aircraft).

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Sun ‘n Fun Finishes; Gorgeous Weather Sells Planes

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LSA Mall Hosted by LAMA — Traffic in the LSA Mall was dense every morning, even though confusion was evident regarding entry gate locations thanks to a new 8-foot-high chain link fence erected by TSA. Nineteen aircraft models were on display including many industry leaders and some new introductions.

REPORTING FROM SUN ‘N FUN — Early estimates from Sun ‘n Fun show total attendance down just slightly (between 5 and 10%) compared to April 2008. A year ago, sub-prime loans were the concern and few knew how difficult the following year would be. Measured by exhibitors, Sun ‘n Fun was also off last year’s all-time record of 522 but only by 4%. The best news included no serious accidents though a SportCruiser ran off the end of the Light Plane Area’s 1,400-foot runway. *** From my view in the LSA Mall positioned right at the main gate, crowds were especially thick on Thursday, Friday, and Saturday while serious buyers arrived early on Tuesday and Wednesday (following a common airshow routine evident the last few years). Airplane shoppers were plentiful though sales reports were uneven. Some, like Flight Design, FPNA, and Evektor, reported sales transacted in the first days of the show. Leads, the real currency on the airshow circuit, were substantial according to staff from Remos, Jabiru, Sting, Gobosh, IndUS, and Aerotrek. Newcomers (Paradise, SeaRey, SeaMax) and low price leaders (Apollo Fox and X-Air) reported success discovering customers in the Mall. *** In a recession, how can we account for the upbeat action? My theory is that LSA are showing market maturity (increasing brand familiarity) and their low costs — when comparing new LSA prices to new GA aircraft — are helping producers and importers find new customers in the midst of, perhaps because of, the economic downturn. One particular strength many sellers report: flight schools are expressing rising interest.

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REPORTING FROM SUN ‘N FUN — Early estimates from Sun ‘n Fun show total attendance down just slightly (between 5 and 10%) compared to April 2008. A year ago, sub-prime loans were the concern and few knew how difficult the following year would be. Measured by exhibitors, Sun ‘n Fun was also off last year’s all-time record of 522 but only by 4%. The best news included no serious accidents though a SportCruiser ran off the end of the Light Plane Area’s 1,400-foot runway. *** From my view in the LSA Mall positioned right at the main gate, crowds were especially thick on Thursday, Friday, and Saturday while serious buyers arrived early on Tuesday and Wednesday (following a common airshow routine evident the last few years). Airplane shoppers were plentiful though sales reports were uneven. Some, like Flight Design, FPNA, and Evektor, reported sales transacted in the first days of the show.

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Sun ‘n Fun LSA Mall 2009 Ready for Visitors

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Confirmed participants in the 2009 LSA Mall include: FPNA Valor A-22; Flight Design CT; Paradise P-1; Remos GX; Gobosh G700S; Sportsplanes Breezer; AirMax SeaMax; Apollo North America Apollo Fox; FK Lightplanes Fk9 on floats; TL Ultralight Sting S-3; AMD CH-650 LS; T&T Aviation Falcon; 3Xtrim Navigator 600; Jabiru J-230; Arion Lightning; and, SeaRey LSX; and, IndUS Aviation Thorpedo. More than 80% of Sun ‘n Fun visitors will pass through the LSA Mall.

REPORTING FROM SUN ‘N FUN — For the last three years, Sun ‘n Fun management has generously provided an excellent location at this season-launching airshow. Coordinated by LAMA, the Light Aircraft Manufacturers Association, the industry has responded warmly, each year populating the LSA Mall with some of the best selling aircraft in the sector. The LSA Mall has become a place where manufacturers want to show their newest products. (By example, the 2009 Mall has the very first Lightning SLSA and the soon-to-be SLSA & ELSA SeaRey amphibian.) *** So, once again, just inside the main entrance gate, visitors will immediately be greeted by a rainbow of Special Light-Sport Aircraft. LSA Malls have proven extremely popular with visitors because this industry showcase of models saves a lot of walking the grounds to compare one aircraft with another. Those still unfamiliar with the newest aviation segment can see a whole fleet of airplanes in close proximity; company reps are on hand to offer details and prices. Although some visitors head west into the forum tent area, most take the east gate entry and find themselves immediately in the LSA Mall. Adding to the flock of airframes in many configurations are engine displays from Jabiru and Rotax with the latter erecting their Rotax Service Center chalet inside the Mall space. Representatives from AirFleet Capital (financing) and ASA (pilot training) will also be present. Come check out the 2009 Sun ‘n Fun LSA Mall! Perhaps we’ll meet…

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REPORTING FROM SUN ‘N FUN — For the last three years, Sun ‘n Fun management has generously provided an excellent location at this season-launching airshow. Coordinated by LAMA, the Light Aircraft Manufacturers Association, the industry has responded warmly, each year populating the LSA Mall with some of the best selling aircraft in the sector. The LSA Mall has become a place where manufacturers want to show their newest products. (By example, the 2009 Mall has the very first Lightning SLSA and the soon-to-be SLSA & ELSA SeaRey amphibian.) *** So, once again, just inside the main entrance gate, visitors will immediately be greeted by a rainbow of Special Light-Sport Aircraft. LSA Malls have proven extremely popular with visitors because this industry showcase of models saves a lot of walking the grounds to compare one aircraft with another. Those still unfamiliar with the newest aviation segment can see a whole fleet of airplanes in close proximity; company reps are on hand to offer details and prices.

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A Familiar Brand Becomes Newest SLSA Approval

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Kitfox Super Sport SLSA specs: span 30.67 ft; wing area 128 sq ft; gross weight 1,320 lbs; empty weight 768 lbs (before options); useful load 552 lbs; payload 390 lbs; Rotax 100-hp 912S; 3-blade composite prop; fuel 27 gal; 123-mph (107 kt) cruise; and stall 49 mph (42 kts).

REPORTING FROM SUN ‘N FUN — The season-launching Sun ‘n Fun airshow starts in one day and the countdown to SLSA Number 100 rushes onward. Welcome to Kitfox Aircraft — a U.S. brand you already know (now LSA producer Number 70) — and their new Super Sport LSA, Number 97 on the SLSA List. *** Kitfox Aircraft is the current owner of a legacy brand in light aviation. A major success story with more than 4,500 aircraft accumulating more than a million flight hours, Kitfox is celebrating its 25th year in business. Kitfox boss John McBean called from Texas as he was enroute to Sun ‘n Fun to confirm the airworthiness certificate he forecast a few days earlier. *** Base priced at $83,495, this all-American brand comes with many of the same features seen on costlier LSA. Its moderate price provides basic flight instruments but interesting safety qualities such as an Angle of Attack indicator (a system which compares differential pressure of the upper and lower wing surfaces) and 25 years of history with never a structural failure. Options include the usual glass screens and radios plus 26-inch tires (taildragger only; see photo). If you’re interested in buying American, here’s a classic choice.

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REPORTING FROM SUN ‘N FUN — The season-launching Sun ‘n Fun airshow starts in one day and the countdown to SLSA Number 100 rushes onward. Welcome to Kitfox Aircraft — a U.S. brand you already know (now LSA producer Number 70) — and their new Super Sport LSA, Number 97 on the SLSA List. *** Kitfox Aircraft is the current owner of a legacy brand in light aviation. A major success story with more than 4,500 aircraft accumulating more than a million flight hours, Kitfox is celebrating its 25th year in business. Kitfox boss John McBean called from Texas as he was enroute to Sun ‘n Fun to confirm the airworthiness certificate he forecast a few days earlier. *** Base priced at $83,495, this all-American brand comes with many of the same features seen on costlier LSA. Its moderate price provides basic flight instruments but interesting safety qualities such as an Angle of Attack indicator (a system which compares differential pressure of the upper and lower wing surfaces) and 25 years of history with never a structural failure.

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Lightning Fast; Arion Earns SLSA Before Sun ‘n Fun

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Arion says the 120-hp Lightning can run 138 mph at max continuous power. That’s precisely the speed limit for LSA. It sure looks possible, doesn’t it? Yet I discovered mild stalls and short take-off roll, characteristics associated with less speedy aircraft. More specs.

After selling 40 aircraft under the Experimental Amateur Built (EAB) rule, Arion has now completed their SLSA approval just in the nick of time before the season-launching Sun ‘n Fun starts. Welcome to Lightning — SLSA #96 — from Arion Aircraft, which is our 69th company to enter production of Light-Sport Aircraft. *** Lightning got its start back when Jabiru-man Pete Krotje, his son Ben, plus Nick Otterback were dealers for the Spanish Esquale. That lead to the lovely low-wing Lightning though the design borrows from several light aircraft. It may sound like an organic development but the results are definitely worthy. I was highly impressed with a flight in an earlier EAB model, which did not have the speed limitations of LSA. “Extra wing area was added to bring wing loading and stall speeds into compliance with the applicable standards,” said Nick. *** Arion won approval on April 15, 2009. I’m pleased to report we expect this airplane in the LSA Mall just inside the main entry gate of Sun ‘n Fun starting April 21st. Beside its sweeping lines, the $93,900 base price tag will also draw attention. *** Arion is organized as a different company from Jabiru USA but it shares some of the same brain trust. “We actually had lots of folks give us input on this design,” Pete credited graciously. Good job, all!

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After selling 40 aircraft under the Experimental Amateur Built (EAB) rule, Arion has now completed their SLSA approval just in the nick of time before the season-launching Sun ‘n Fun starts. Welcome to Lightning — SLSA #96 — from Arion Aircraft, which is our 69th company to enter production of Light-Sport Aircraft. *** Lightning got its start back when Jabiru-man Pete Krotje, his son Ben, plus Nick Otterback were dealers for the Spanish Esquale. That lead to the lovely low-wing Lightning though the design borrows from several light aircraft. It may sound like an organic development but the results are definitely worthy. I was highly impressed with a flight in an earlier EAB model, which did not have the speed limitations of LSA. “Extra wing area was added to bring wing loading and stall speeds into compliance with the applicable standards,” said Nick. *** Arion won approval on April 15, 2009.

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Storm Continues; Century Low Wing SLSA

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The Light-Sport Aircraft industry is moving closer to Special Light-Sport Aircraft approval Number 100. On March 29th, 2009, the Century became SLSA model number 95. We still sit at 68 companies since Italian-based Storm Aircraft previously earned SLSA approval for their Rally. Both models are represented in the USA by Air Elite Aviation.

The Italian manufacturer — like many of their counterparts in Europe, but like few in the USA — offers a high wing (Rally), a low wing (Century), and a seaplane (Sea Storm) though the latter has not yet attempted SLSA airworthiness approval.

Formerly, the Rally was manufactured in Michigan by Prestige Aircraft, but health issues forced the business owner to close his doors. (Read earlier SPLOG.) Presently, Rodger Whaley of Air Elite Aviation (AEA) is bringing in the two aircraft models already built in Italy, but he is working on plans to restart U.S.-based manufacturing in the future.

While the high wing Rally is built of fiberglass and Kevlar, the low wing Century is an all-metal design. Using different construction is also common in Europe, much less so in the U.S. While Rally has more modest speeds, Century is something of a hot rod that had to be slowed down for American LSA speed limits.

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The Light-Sport Aircraft industry is moving closer to Special Light-Sport Aircraft approval Number 100. On March 29th, 2009, the Century became SLSA model number 95. We still sit at 68 companies since Italian-based Storm Aircraft previously earned SLSA approval for their Rally. Both models are represented in the USA by Air Elite Aviation. The Italian manufacturer — like many of their counterparts in Europe, but like few in the USA — offers a high wing (Rally), a low wing (Century), and a seaplane (Sea Storm) though the latter has not yet attempted SLSA airworthiness approval. Formerly, the Rally was manufactured in Michigan by Prestige Aircraft, but health issues forced the business owner to close his doors. (Read earlier SPLOG.) Presently, Rodger Whaley of Air Elite Aviation (AEA) is bringing in the two aircraft models already built in Italy, but he is working on plans to restart U.S.-based manufacturing in the future.

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SeaRey LSX; Popular U.S. Seaplane Launching SLSA

By Dan Johnson || Leave a Comment

Aiding designer Kerry Richter (R) is Damir Blazevic, a German engineer now residing in Fort Myers with impressive credentials including work on the giant Airbus A-380. Kit prices start at $29,900 yielding about $60,000 once instrumented, painted, and powered by Rotax 912S. Ready-to-fly SLSA models will start at about $95,000 (not announced yet). See SeaRey LSX at the Sun ‘n Fun 2009 LSA Mall just inside the entrance gate.

Seaplane enthusiasts comprise a niche of American aviation but are some of the most passionate of all powered aircraft pilots. Among these, owners of almost 500 SeaRey aircraft belong to one of the tightest knit communities I’ve seen. Kerry and Wayne Richter, the son and father team that gave birth to the SeaRey (and several other models) have quietly built one of the strongest brands in light seaplanes… and now they are moving into the Special Light-Sport Aircraft space with their new LSX. Kerry says the new model, while visually similar to earlier SeaReys, possesses no fewer than 78 new or revised features including a custom interior and complete rework of the panel. *** I flew with Kerry in the new machine from my Florida home base at Spruce Creek Fly-in. We hopped LSX over to a nearby lake and Kerry executed a couple perfect water landings. Taxiing back is equally exhilarating with SeaRey behaving like a powerful speedboat. The “swept V-hull” cuts the water more smoothly than any seaplane I’ve flown. Stalls are extremely docile and this seaplane’s speeds are impressive at better than 100 mph. Both qualities are aided by small, clear vortex generators along the leading edge. — UPDATE April 12, 2009 — A clarification: SeaRey’s LSX model will be the company’s entry as an Experimental LSA (ELSA). Their fully built SLSA model will be called SeaRey Sport. The ELSA model is relatively rare, given the industry’s muted response to-date on the concept of a kit LSA that can be 1-99% completed by the factory. While a mostly done kit won’t save much, it allows more flexibility regarding owner maintenance and modification.

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Seaplane enthusiasts comprise a niche of American aviation but are some of the most passionate of all powered aircraft pilots. Among these, owners of almost 500 SeaRey aircraft belong to one of the tightest knit communities I’ve seen. Kerry and Wayne Richter, the son and father team that gave birth to the SeaRey (and several other models) have quietly built one of the strongest brands in light seaplanes… and now they are moving into the Special Light-Sport Aircraft space with their new LSX. Kerry says the new model, while visually similar to earlier SeaReys, possesses no fewer than 78 new or revised features including a custom interior and complete rework of the panel. *** I flew with Kerry in the new machine from my Florida home base at Spruce Creek Fly-in. We hopped LSX over to a nearby lake and Kerry executed a couple perfect water landings.

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Lighter-Than-Air… But Not An Airship

By Dan Johnson || Leave a Comment

Research and practical applications are developing rapidly for electric-powered aircraft. Given my personal fascination, I’ll follow this regularly. So far, most electric power has been supplied by batteries — even in such as Flight Design’s hybrid aircraft engine unveiled at Aero 2009 However, that’s only one way to generate electric “fuel.” Hydrogen is another.

Forget fears of a Hindenburg airship exploding; even that fireball was likely precipitated by something other than hydrogen in the envelope (its paint is suspect). Today, the source is a relatively small tank of hydrogen (photo), supplied by companies like Messer which is sponsoring the work of Gerard Thevenot in creating his hydrogen fuel cell-powered trike.

Ultra-lightweight aircraft like trikes are a perfect platform for experimentation and Thevenot knows all about them. Gerard founded La Mouette, once the world’s largest producer of hang gliders. He’s highly inventive and well suited to such a project. (He’s concurrently working on an airbag system to protect people in case of falls, such as older folks or those troubled with epilepsy). The fuel cell project is not for sale but you can follow Gerard’s ground-breaking progress on his Hydrogen Flying Tour (presently only available in French).

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Research and practical applications are developing rapidly for electric-powered aircraft. Given my personal fascination, I’ll follow this regularly. So far, most electric power has been supplied by batteries — even in such as Flight Design’s hybrid aircraft engine unveiled at Aero 2009 However, that’s only one way to generate electric “fuel.” Hydrogen is another. Forget fears of a Hindenburg airship exploding; even that fireball was likely precipitated by something other than hydrogen in the envelope (its paint is suspect). Today, the source is a relatively small tank of hydrogen (photo), supplied by companies like Messer which is sponsoring the work of Gerard Thevenot in creating his hydrogen fuel cell-powered trike. Ultra-lightweight aircraft like trikes are a perfect platform for experimentation and Thevenot knows all about them. Gerard founded La Mouette, once the world’s largest producer of hang gliders. He’s highly inventive and well suited to such a project.

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Roko NG 4 LSA Preparing to Cross the Atlantic

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AERO 2009 NEWS — Milan Bristela (L), a major contributor to such designs as the SportCruiser, Mermaid, and Parrot, poses with his financial partner, Antonin Kocar, at Aero 2009. Look for the NG 4 LSA at Oshkosh and have a 3D viewing now.

The troubles of Czech Aircraft Works (CZAW) in their titanic battle with financier Slavia Capital are known to some readers. Despite this challenge the American-run, Czech-based company increased the fleet of their SportCruisers by 69% in 2008 (a notable achievement given the terrible economic conditions). *** One of CZAW’s key people didn’t stay through the war that ensued between company management and money people. His name is Milan Bristela and he is a talented designer who preferred to focus on airplane development rather than corporate politics. His disappearance from the payroll of CZAW became clear after he launched his own aircraft in December 2007. The NG 4 UL is presently selling in Europe and the NG 4 LSA will come to America, probably by Oshkosh 2009. *** NG 4 bears a clear resemblance to the SportCruiser, which design counted Milan as a key developer. Roko’s design brings changes to differentiate the product and first flew in mid-2008. The Czech company has been adding dealers in European countries and has made preliminary arrangements with a U.S. distributor, United States Sport Aviation. NG 4 LSA uses the 100-hp Rotax 912S, paired with a ground adjustable Woodcomp Klassic propeller and features a 50.7-inch wide cabin.

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The troubles of Czech Aircraft Works (CZAW) in their titanic battle with financier Slavia Capital are known to some readers. Despite this challenge the American-run, Czech-based company increased the fleet of their SportCruisers by 69% in 2008 (a notable achievement given the terrible economic conditions). *** One of CZAW’s key people didn’t stay through the war that ensued between company management and money people. His name is Milan Bristela and he is a talented designer who preferred to focus on airplane development rather than corporate politics. His disappearance from the payroll of CZAW became clear after he launched his own aircraft in December 2007. The NG 4 UL is presently selling in Europe and the NG 4 LSA will come to America, probably by Oshkosh 2009. *** NG 4 bears a clear resemblance to the SportCruiser, which design counted Milan as a key developer. Roko’s design brings changes to differentiate the product and first flew in mid-2008.

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FK Lightplanes New Model; Offsetting Cirrus Stall

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AERO 2009 NEWS — An even more sophisticated Fk9 ELA maintains the clean, simple lines of the Mark IV shown at bottom on floats as operated by seaplane flight school expert, FK Lightplanes USA, based in Miami, Florida. Hansen Air Group has Georgia and California locations.

Most American pilots don’t recognize the brand FK Lightplanes, though many do know of one of their models. Cirrus Design based their celebrated entry into Light-Sport Aircraft upon the Fk14 Polaris. This lovely low wing looks enough like a Cirrus that the Duluth, Minnesota manufacturer selected it as their platform to offer what they called the SRS. *** The producer of the best-selling SR22 felt they needed to “Cirrus-ize” the Fk14, but now with the GA industry in sharp decline the company put the SRS project on hold to focus on their Vision jet (which sells for 10X more). *** Yet FK Lightplanes also builds a handsome high-wing model, which has gone through significant refinements in more than a decade on the market. “We’ll still make our Fk9 Mark 4 [the earlier model],” said company director Peter Funk, but his company is now launching the Fk9 ELA (as in European Light Aircraft), a version that more closely matches LSA specifications. It has higher maximum takeoff weight and appears roomier even to include a new baggage door. *** FK is also enjoying broader representation in the USA as importer FK Lightplanes USA joined forces with Hansen Air Group to represent the Fk9 series in America.

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Most American pilots don’t recognize the brand FK Lightplanes, though many do know of one of their models. Cirrus Design based their celebrated entry into Light-Sport Aircraft upon the Fk14 Polaris. This lovely low wing looks enough like a Cirrus that the Duluth, Minnesota manufacturer selected it as their platform to offer what they called the SRS. *** The producer of the best-selling SR22 felt they needed to “Cirrus-ize” the Fk14, but now with the GA industry in sharp decline the company put the SRS project on hold to focus on their Vision jet (which sells for 10X more). *** Yet FK Lightplanes also builds a handsome high-wing model, which has gone through significant refinements in more than a decade on the market. “We’ll still make our Fk9 Mark 4 [the earlier model],” said company director Peter Funk, but his company is now launching the Fk9 ELA (as in European Light Aircraft), a version that more closely matches LSA specifications.

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Tecnam Unveils New P2008; a Genuine Composite

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AERO 2009 NEWS — What’s not to love in this gorgeous and curvaceous Tecnam Light-Sport Aircraft? P2008 specs: cabin width 47 inches; wing area 124 square feet; span 28.9 feet; fuel 29 gallons; climb 1,150 fpm; stall 39 knots. Plus, look at that panel (optional equipment shown).

Tecnam has long been known for building handsome, well-flying, all-metal Light-Sport Aircraft. The company has certified four models of SLSA (Echo Super, Sierra, Bravo, and Eaglet) tying them for the most. That will soon change and the 61-year-old Italian company formed in 1948 — once the producer of the Partenavia twin-engine aircraft — will soon climb to the top with five approved LSA models. *** The newest, unveiled at the German Aero show, is the P2008. The sleek and beautiful aircraft was conceived after the company bought Composite Aircraft Group, the designer and builder of the Toxo. When Tecnam took possession of this Spanish company, they acquired CAG’s composite technology and the P2008 is the first full airframe to show the results of this purchase. *** P2008 has metal wings like all Tecnam LSA, but it now features a smoothly contoured fuselage. Tecnam Managing Director Paolo Pascale Langer noted that the composite construction allows aerodynamic lines that permit a wider cockpit than any previous model (see photo text). His company holds a the number three position in U.S. market rank and it seems to me this pretty new bird will help retain or increase that position. Paolo confirmed P2008 would be coming to America soon.

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Tecnam has long been known for building handsome, well-flying, all-metal Light-Sport Aircraft. The company has certified four models of SLSA (Echo Super, Sierra, Bravo, and Eaglet) tying them for the most. That will soon change and the 61-year-old Italian company formed in 1948 — once the producer of the Partenavia twin-engine aircraft — will soon climb to the top with five approved LSA models. *** The newest, unveiled at the German Aero show, is the P2008. The sleek and beautiful aircraft was conceived after the company bought Composite Aircraft Group, the designer and builder of the Toxo. When Tecnam took possession of this Spanish company, they acquired CAG’s composite technology and the P2008 is the first full airframe to show the results of this purchase. *** P2008 has metal wings like all Tecnam LSA, but it now features a smoothly contoured fuselage.

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German Aero Show Takes On Added Importance

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Green Goes Global… At Aero 2009 — kicking off this popular show in its new annual presentation — visitors can examine the eFlight Expo. Developments continue to feature alternative power: CAFE Foundation will host an electric airplane symposium later in April.

In the picturesque south of Germany, Aero Friedrichshafen has become a popular show that has long presented light aircraft in a prominent way. (That makes sense as “sport” flying dominates 80% of European aviation.) Housed in several cavernous halls, Aero offers an enormous range of interesting aircraft; Aero runs April 2-5. *** Though I love this show, the main reason I’m going is to interact with European officials moving toward acceptance of ASTM standards. A Certification Specification for Light Sport Aircraft (CS-LSA) is working its way through the European Union and at Aero, some key meetings are planned to help EASA personnel get with FAA people and ASTM committee members. Dull? Maybe… But look at the prize: the potential for a worldwide standard for LSA. Upon acceptance, American producers could work to enlarge their market in Europe at dramatically lower cost than for Type Certificated airplanes, which must gain approval country-by-country. Can we expect LSA to give birth to a global aircraft certification standard? *** Possibly, and my best analogy is jet or auto fuel. In every country on Earth, these fuels meet non-governmental ASTM standards. If it works for major commodities like airline and auto fuel, many believe it can work for Light-Sport Aircraft.

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In the picturesque south of Germany, Aero Friedrichshafen has become a popular show that has long presented light aircraft in a prominent way. (That makes sense as “sport” flying dominates 80% of European aviation.) Housed in several cavernous halls, Aero offers an enormous range of interesting aircraft; Aero runs April 2-5. *** Though I love this show, the main reason I’m going is to interact with European officials moving toward acceptance of ASTM standards. A Certification Specification for Light Sport Aircraft (CS-LSA) is working its way through the European Union and at Aero, some key meetings are planned to help EASA personnel get with FAA people and ASTM committee members. Dull? Maybe… But look at the prize: the potential for a worldwide standard for LSA. Upon acceptance, American producers could work to enlarge their market in Europe at dramatically lower cost than for Type Certificated airplanes, which must gain approval country-by-country.

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Terrafugia Escapes Terra Firma on First Flight

By Dan Johnson || Leave a Comment

The proof of concept Transition will continue flight and drive testing. A second Transition will go through the ASTM review process for Light-Sport Aircraft certification.

Massachusetts-based Terrafugia announced today the first flight of its proof of concept Transition “roadable aircraft.” The maiden flight occurred on March 5th and followed six months of static, road, and taxi testing. Transition made its first escape from Earth at the Plattsburgh, New York airport, flown by retired Air Force colonel Phil Meteer who reported, “Transition flew like a really nice airplane.” *** Terrafugia said their Transition can cruise 450 miles at 115 mph and can drive at highway speeds on the road. Designers say it fits in a standard home garage. Transition uses front wheel drive on the road; both ground and flight modes are powered by the 100-hp Rotax 912S. Terrafugia CEO Carl Dietrich said that transforming Transition from plane to car takes the pilot a mere 30 seconds. Then you can drive your airplane off the airport to a local gas pump and fill up at a substantial discount to 100LL avgas (see inset photo of Dietrich at gas station). *** For more information, contact Terrafugia via email or call 781-491-0812. Find Transition specs or photos. Refundable airframe reservations are being accepted at this time.

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Massachusetts-based Terrafugia announced today the first flight of its proof of concept Transition “roadable aircraft.” The maiden flight occurred on March 5th and followed six months of static, road, and taxi testing. Transition made its first escape from Earth at the Plattsburgh, New York airport, flown by retired Air Force colonel Phil Meteer who reported, “Transition flew like a really nice airplane.” *** Terrafugia said their Transition can cruise 450 miles at 115 mph and can drive at highway speeds on the road. Designers say it fits in a standard home garage. Transition uses front wheel drive on the road; both ground and flight modes are powered by the 100-hp Rotax 912S. Terrafugia CEO Carl Dietrich said that transforming Transition from plane to car takes the pilot a mere 30 seconds. Then you can drive your airplane off the airport to a local gas pump and fill up at a substantial discount to 100LL avgas (see inset photo of Dietrich at gas station).

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Nanoballs and Light-Sport Aircraft… Huh!?

By Dan Johnson || Leave a Comment

ePlanes… electric-powered aircraft could turn into cross country machines if the batteries could be recharged quicker. The nanoball technology also allows faster discharging, which might translate to more power for takeoff and climbing. Read more ePlane news as e-flight-expo approaches.

What on Earth could something called nanoballs have to do with flying Light-Sport Aircraft? Potentially great news, that’s what. *** Since the early 1990s I’ve followed developments in nanotechnology. This word refers to manufacturing at the atomic scale and many believe it will significantly alter the world in the next decade or two. Some nanoscale developments will come sooner. One such innovation could help power LSA. *** Recently I’ve written about electric-powered aircraft. In lieu of a fuel tank, electric airplanes carry lithium ion batteries. Charging such batteries (the kind in your laptop) takes time. That’s because it involves detaching lithium ions from the cathode at one end of the battery and absorbing them at the anode. Moving the ions to or from the cathode is normally a slow process. So, after you fly your electric LSA for one or two hours, you’ll then have an hours-long wait before you can go aloft again. *** Two MIT researchers have developed an experimental battery that charges about 100 times as fast as normal lithium ion batteries. Their battery contains a cathode made up of extremely tiny balls (nanoballs) of lithium iron phosphate which accelerate the ion movement. The researchers state that big batteries for plug-in hybrid electric cars (or perhaps a LSA) could charge in just five minutes compared with about eight hours today. Thus, as technologies develop, you might fly 2-3 hours in your ePlane, land enroute, and fully recharge in the time it takes you to use the facilities. Imagine that!

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What on Earth could something called nanoballs have to do with flying Light-Sport Aircraft? Potentially great news, that’s what. *** Since the early 1990s I’ve followed developments in nanotechnology. This word refers to manufacturing at the atomic scale and many believe it will significantly alter the world in the next decade or two. Some nanoscale developments will come sooner. One such innovation could help power LSA. *** Recently I’ve written about electric-powered aircraft. In lieu of a fuel tank, electric airplanes carry lithium ion batteries. Charging such batteries (the kind in your laptop) takes time. That’s because it involves detaching lithium ions from the cathode at one end of the battery and absorbing them at the anode. Moving the ions to or from the cathode is normally a slow process. So, after you fly your electric LSA for one or two hours, you’ll then have an hours-long wait before you can go aloft again.

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