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

Lycoming Announces LSA Powerplant, the IO-233

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From top left, clockwise: Rotax 912S; Jabiru 3300; Lycoming IO-233; Continental O-200 *** Weight review (valid approximations): Rotax 912S ~141 pounds — Jabiru 3300 ~178 pounds — Continental O-200 ~190 pounds — Lycoming IO-233 ~200-210 pounds

Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia’s Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh ’08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it’s been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. “We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes,” said Mike Kraft, Lycoming’s VP of engineering.” The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm. *** Despite the weight reductions, the new Lycoming will be significantly heavier than a Rotax 912, perhaps a third more (installed weight can vary due to a variety of factors — see photo legend). However, the Lycoming has a 2400-hour TBO, much longer than Rotax’s 1500 hours. Kraft said the IO-233 will run on high-octane mogas or 100LL. The company expects to meet ASTM standards but is still looking at Part 33 approval. No price was announced.

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Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia’s Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh ’08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it’s been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. “We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes,” said Mike Kraft, Lycoming’s VP of engineering.” The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm.

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Chubby LSA from Canada Offers Huge Interior

By Dan Johnson || 4 Comments

Ecoflyer is related to the Private Explorer, a larger and much heavier “flying camper.” The Canadian company also makes floats for aircraft up to 6,000 pounds.

Just one glance at the Canadian-developed Ecoflyer confirms its size. Looking like an overweight American, Ecoflyer nonetheless boasts enough room to set up a small dining table in a spacious cabin that could later be converted to your bedroom. Ecoflyer’s cabin contains 152 cubic feet of volume, only 13 feet less than a Chrysler minivan that seats seven. You may only be able to take one family member along but if you want to fly your LSA to a remote field and camp for the night, Ecoflyer could be your Light-Sport flying machine. “It’s intended to be used as shelter when on the ground,” said Bernard Laferrière, president of Explorer Aéronautique, based in French-speaking Québec. The flying seat backs flip around so two occupants can face aft. Two more can sit facing forward in an aft cavity. *** Empty weight is a fairly remarkable 750 pounds, low considering even the simple Cub-like LSA designs have to work hard to stay below the LSA maximum empty weight of 890 pounds. Part of weight minimization employs a Y-joystick accessible to either pilot. Engine choices are the 100-hp Rotax or 120-hp Jabiru. Delivery is expected by summer of 2009. Ecoflyer is priced about $100,000.

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Just one glance at the Canadian-developed Ecoflyer confirms its size. Looking like an overweight American, Ecoflyer nonetheless boasts enough room to set up a small dining table in a spacious cabin that could later be converted to your bedroom. Ecoflyer’s cabin contains 152 cubic feet of volume, only 13 feet less than a Chrysler minivan that seats seven. You may only be able to take one family member along but if you want to fly your LSA to a remote field and camp for the night, Ecoflyer could be your Light-Sport flying machine. “It’s intended to be used as shelter when on the ground,” said Bernard Laferrière, president of Explorer Aéronautique, based in French-speaking Québec. The flying seat backs flip around so two occupants can face aft. Two more can sit facing forward in an aft cavity. *** Empty weight is a fairly remarkable 750 pounds, low considering even the simple Cub-like LSA designs have to work hard to stay below the LSA maximum empty weight of 890 pounds.

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LSA Over the Years; Observing Trends

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The LSA industry has done well to put more than 1,400 new airplanes in American skies in approximately three years. And we have yet to add deliveries of big companies like Cessna (Skycatcher), Cirrus (SRS), Icon (A5) and more.

Light-Sport Aircraft burst on the aviation scene in April 2005. By the end of that year, less than 50 had been registered with FAA. But in 2006, 2007, and so far in 2008, growth has been brisk…if somewhat erratic. *** It may seem a bit early to be blogging about an “historical perspective” on LSA, but looking at the trend line illustrates something I find fascinating. Sales of recreational-class flying machines closely track the major shows at which they’re exhibited: Sebring, Sun ‘n Fun, and Oshkosh. AOPA’s Expo also has an influence but it is less demonstrable than the other three. *** Also, you can easily see the effect of the 2008 U.S. economic slow-down that has afflicted general aviation as well as light sport aviation. (Even bizjets may begin to show this effect, according to experts, as their backlogs mean present-day strong deliveries were from orders placed in the economic high times of 2005.) *** Consumers of LSA buy them for fun flying as well as regional trips, so when the economy gets shaky, many pull back until they have a clearer view of what’s ahead. The good news is that current LSA businesses are rapidly building infrastructure — check the growth in our FIRM List as an example — and more new SLSA models are still in development.

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Light-Sport Aircraft burst on the aviation scene in April 2005. By the end of that year, less than 50 had been registered with FAA. But in 2006, 2007, and so far in 2008, growth has been brisk…if somewhat erratic. *** It may seem a bit early to be blogging about an “historical perspective” on LSA, but looking at the trend line illustrates something I find fascinating. Sales of recreational-class flying machines closely track the major shows at which they’re exhibited: Sebring, Sun ‘n Fun, and Oshkosh. AOPA’s Expo also has an influence but it is less demonstrable than the other three. *** Also, you can easily see the effect of the 2008 U.S. economic slow-down that has afflicted general aviation as well as light sport aviation. (Even bizjets may begin to show this effect, according to experts, as their backlogs mean present-day strong deliveries were from orders placed in the economic high times of 2005.) *** Consumers of LSA buy them for fun flying as well as regional trips, so when the economy gets shaky, many pull back until they have a clearer view of what’s ahead.

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260 Air Academy Kids Fly a Remos LSA

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Photos depict the G-3 flying while new Remos CEO Corvin Huber poses in front of the new GX with movie star Harrison Ford. As present Chairman of the Young Eagles, Ford is active in helping kids to fly.

At EAA’s Gathering of Eagles fund raiser at AirVenure 2008, movie stars Harrison Ford, John Travolta, and Cliff Robertson plus golf legend Arnold Palmer took the stage. With their encouragement, EAA raised a ton of dough that night. Young Eagles is a great program, having flown more than 1.4 million kids. But it isn’t the organization’s only youth-in-aviation initiative *** Some 260 kids aged 12 to 18 attended summer sessions in Oshkosh this year. Programs varied, said EAA, but every student got to fly a Remos G-3 for 20 to 30 minutes. “The Remos is fun to fly and easy to control,” said Bob Campbell, Director of the Air Academy. “Students held the controls until it was time to land and were able to log the time. It’s our hope that it will be the beginning of a Sport Pilot [certificate] for each one.” *** Remos Aircraft benefits from having a dealership based right on Wittman Field, the airport that plays host to AirVenture each summer. Orion Flight Services is where I flew the new GX model for a pilot report to appear later. All I can say is…those lucky kids! *** The Air Academy programs house 48 students per session in a handsome log and stone dormitory built on the southeast corner of Pioneer Airport.

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At EAA’s Gathering of Eagles fund raiser at AirVenure 2008, movie stars Harrison Ford, John Travolta, and Cliff Robertson plus golf legend Arnold Palmer took the stage. With their encouragement, EAA raised a ton of dough that night. Young Eagles is a great program, having flown more than 1.4 million kids. But it isn’t the organization’s only youth-in-aviation initiative *** Some 260 kids aged 12 to 18 attended summer sessions in Oshkosh this year. Programs varied, said EAA, but every student got to fly a Remos G-3 for 20 to 30 minutes. “The Remos is fun to fly and easy to control,” said Bob Campbell, Director of the Air Academy. “Students held the controls until it was time to land and were able to log the time. It’s our hope that it will be the beginning of a Sport Pilot [certificate] for each one.” *** Remos Aircraft benefits from having a dealership based right on Wittman Field, the airport that plays host to AirVenture each summer.

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Bilsam Sky Cruiser Wins SLSA (#84)

By Dan Johnson || 3 Comments

Sky Cruiser from Bilsam Aviation has been created by a company experienced in glider building, common in Eastern European countries. Four years in the making, the Polish design is all carbon fiber with cantilever wings that are said to produce a 15:1 glide ratio.

They still sneak by…under the radar. Welcome to Sky Cruiser, which won approval before Oshkosh. As the LSA industry heads toward its #100 SLSA approval — perhaps by the April 2009 fourth-year anniversary date since the first approval — welcome to #84 (previously reported #85). *** Built by Bilsam Aviation in Poland, the Sky Cruiser is represented in the U.S. by Joe Carswell’s Light Wing Sport Aircraft. His company also sells Allegro and X-Air plus Titan kit-built aircraft, all of which occupy the lower price range of Light-Sport Aircraft. Based in Morganton NC, Light Wing provides flight training at Clyde Valley Airport. *** To top out their line of modestly priced LSA, the Carolina company imports the Sky Cruiser. Plenty of technology details or specs can be found on the Bilsam website but the highlights are: Cruise 108 knots with a 100-hp Rotax 912 swinging a 3-blade carbon prop; stall 40 knots; climb 1,050 fpm; gross weight 1,298 pounds; empty weight 704-770 pounds, depending on equipment selected, which can include an optional factory installed parachute; 26-gallon fuel capacity yielding a 600 mile range; and a broad 48-inch wide cabin. Sky Cruiser wings detach in 30 minutes for storage or trailer transport.

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They still sneak by…under the radar. Welcome to Sky Cruiser, which won approval before Oshkosh. As the LSA industry heads toward its #100 SLSA approval — perhaps by the April 2009 fourth-year anniversary date since the first approval — welcome to #84 (previously reported #85). *** Built by Bilsam Aviation in Poland, the Sky Cruiser is represented in the U.S. by Joe Carswell’s Light Wing Sport Aircraft. His company also sells Allegro and X-Air plus Titan kit-built aircraft, all of which occupy the lower price range of Light-Sport Aircraft. Based in Morganton NC, Light Wing provides flight training at Clyde Valley Airport. *** To top out their line of modestly priced LSA, the Carolina company imports the Sky Cruiser. Plenty of technology details or specs can be found on the Bilsam website but the highlights are: Cruise 108 knots with a 100-hp Rotax 912 swinging a 3-blade carbon prop; stall 40 knots; climb 1,050 fpm; gross weight 1,298 pounds; empty weight 704-770 pounds, depending on equipment selected, which can include an optional factory installed parachute; 26-gallon fuel capacity yielding a 600 mile range; and a broad 48-inch wide cabin.

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Flight Design Unveils Second New LSA in 2008

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A metal (aluminum over steel) LSA from Flight Design, the all-new MC resembles the top-of-the-line CTLS but offers even more cabin room and easy entry. Flight Schools have said they like an easily-repaired metal aircraft for flight instruction.

OSHKOSH UPDATE — At a ceremony on EAA AirVenture’s show-center location, AeroShell Square, Flight Design unveiled another new LSA, their second of 2008, the first being the CTLS which debuted at Sebring in January. Amid opening day excitement, numerous media representatives captured photos and video. A large crowd surrounded the MC when Flight Design CEO Matthias Betsch and U.S. importer Tom Peghiny took the stage. After a few words of introduction and on cue from Betsch, Flight Design representatives removed a parachute canopy used to hide the MC from view. *** The MC — for Metal Concept — is similar in appearance to the CTLS but is constructed mainly of aluminum skin over a welded steel structure that provides great durability and occupant protection. Flight Design expects the MC will have strong appeal to flight schools. Cockpit entry is even easier thanks to a lower threshold and a door that reaches well forward. At 51.6 inches, the cockpit is among the widest of all LSA. *** MC is available with 80- or 100-hp Rotax 912 and analog instruments or a digital flat-screen display (glass) cockpit. Base price is $98,000; nicely equipped for $113,000. Flight Design teams in Germany and Ukraine worked on the new design for three years.

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OSHKOSH UPDATE — At a ceremony on EAA AirVenture’s show-center location, AeroShell Square, Flight Design unveiled another new LSA, their second of 2008, the first being the CTLS which debuted at Sebring in January. Amid opening day excitement, numerous media representatives captured photos and video. A large crowd surrounded the MC when Flight Design CEO Matthias Betsch and U.S. importer Tom Peghiny took the stage. After a few words of introduction and on cue from Betsch, Flight Design representatives removed a parachute canopy used to hide the MC from view. *** The MC — for Metal Concept — is similar in appearance to the CTLS but is constructed mainly of aluminum skin over a welded steel structure that provides great durability and occupant protection. Flight Design expects the MC will have strong appeal to flight schools. Cockpit entry is even easier thanks to a lower threshold and a door that reaches well forward.

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Martin Jetpack as a Part 103 Ultralight

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While I can envision a military interest in such a machine (perhaps even considering it a bargain), sport flying use is likely to be limited by the six-figure pricetag. Jetpack comes with a BRS parachute and “the goal is to provide impact protection from 30 feet high.” Training is shown at lower right.

The Martin Jetpack flew at Oshkosh in a carefully controlled environment (photo). Two people held special “training wheel” grips on each side and Jetpack never lifted more than a couple feet off the ground. If you weren’t in the front row of the airshow demonstration you might have missed the flight (although not the noise). *** But Jetpack did fly and can qualify as a Part 103 ultralight, according to New Zealand developer Glenn Martin. Besides being the most compact Ultralight Vehicle at 5 x 5 x 5 feet, it’s probably the most expensive at $100,000. Martin said he has been working on the Jetpack for 30 years also developing a 200-hp two-stroke piston engine that pumps air through ducted fans to adjustable steering vanes to control flight. Jetpack specs *** A Jetpack pilot controls pitch and roll with the left joystick. A right stick is both a twist grip throttle and pivoting yaw control. The vehicle is built significantly from carbon fiber, weighs 250 pounds empty, carries 5 gallons of fuel, and while burning 10 gph, can fly about 30 miles at 63 mph, the company indicated. The non-aviation media loved the Jetpack, publishing nearly 1,000 TV stories in the days after its debut at Oshkosh.

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The Martin Jetpack flew at Oshkosh in a carefully controlled environment (photo). Two people held special “training wheel” grips on each side and Jetpack never lifted more than a couple feet off the ground. If you weren’t in the front row of the airshow demonstration you might have missed the flight (although not the noise). *** But Jetpack did fly and can qualify as a Part 103 ultralight, according to New Zealand developer Glenn Martin. Besides being the most compact Ultralight Vehicle at 5 x 5 x 5 feet, it’s probably the most expensive at $100,000. Martin said he has been working on the Jetpack for 30 years also developing a 200-hp two-stroke piston engine that pumps air through ducted fans to adjustable steering vanes to control flight. Jetpack specs *** A Jetpack pilot controls pitch and roll with the left joystick. A right stick is both a twist grip throttle and pivoting yaw control.

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Flight School Economics – IndUS Primary Trainer

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Thorpedo PT is painted blue and yellow in recognition of the primary trainers of the WW-ll era. The IndUS model sells for $85,985 with night VFR equipment and a “six pack” in the panel to accommodate the anticipated ASTM IFR training requirement for Light-Sport Aircraft.

I’ve lost track of the model count for Cessna’s 172, but the lesson of specifying an airplane to a task is not lost on IndUS Aviation. During Oshkosh, marketing man, Scott Severen announced the Thorpedo PT…not PT as in “Cruiser,” but Primary Trainer. Nor is it the Thorpedo LP, the company’s earlier model designation for LoPresti-inspired speed mods and visual enhancements. That variation was about gaining speed, where the PT suggests a basic flight trainer. *** Increasingly, mainstay LSA producers like IndUS are refining their product for instruction. Severen explained the cost effectiveness of the new PT model, “Savings are derived from are the four cylinder 85-hp Jabiru engine, which only burns 3.5 gallons per hour. With a lower cost TBO of 2000 hours coupled with the easily maintained all-metal airframe you have profitable trainer on the flight line.” *** My experience with the 80-hp Jabiru on the SkySkooter shows it to be capable in all but high elevations and then still markedly better than, say, a Cessna 150. Yet another choice for flight schools — certainly in other countries — is the company’s WAM-120 diesel-powered LSA that uses only 3 GPH. With AvGas at historically high prices, money savers like the Thorpedo models command extra attention.

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I’ve lost track of the model count for Cessna’s 172, but the lesson of specifying an airplane to a task is not lost on IndUS Aviation. During Oshkosh, marketing man, Scott Severen announced the Thorpedo PT…not PT as in “Cruiser,” but Primary Trainer. Nor is it the Thorpedo LP, the company’s earlier model designation for LoPresti-inspired speed mods and visual enhancements. That variation was about gaining speed, where the PT suggests a basic flight trainer. *** Increasingly, mainstay LSA producers like IndUS are refining their product for instruction. Severen explained the cost effectiveness of the new PT model, “Savings are derived from are the four cylinder 85-hp Jabiru engine, which only burns 3.5 gallons per hour. With a lower cost TBO of 2000 hours coupled with the easily maintained all-metal airframe you have profitable trainer on the flight line.” *** My experience with the 80-hp Jabiru on the SkySkooter shows it to be capable in all but high elevations and then still markedly better than, say, a Cessna 150.

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New Australian Entry Brings SLSA Total to 85

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Airgyro’s motto is “Let there be flight.” I like that and it shows the creativeness of entrepreneurs making up the LSA industry. Featured above is Airgyro’s newest SLSA, the $120,000 Outback 2. At lower right is the $65,000 fly-away Sport Hornet, now marketed by the Utah company.

Airgyro Aviation sounds like a rotary wing outfit. Indeed the Spanish Fork, Utah company represents and trains in the fully enclosed Sportcopter 2. In fact, Airgyro is the only place you can get “both fixed wing and auto gyro training,” said president Nate Oldham. The company recent added another “2,” the Outback 2 built by Australian Lightwing. One day after Oshkosh ’08, Nate called to report Airgyro obtained SLSA approval #85. *** Based on a two seat version of the Experimental Outback 4, the conventional looking low wing is manufactured with a steel cage structure smoothly covered with composite shells. Gull-wing doors give entry to a 46.5-inch-wide cabin. Powered by the 100-hp Rotax 912S, Outback 2 cruises at 105 knots and carries 30 gallons of fuel. Click for more features or specs. *** In addition to Sportcopter and Outback, Airgyro was appointed the exclusive sales outlet for Higher Class Aviation‘s Sport Hornet. The agreement will let Higher Class boss Robert Gaither concentrate on his new headquarters at the Blackwell-Tonkawa airport (K403) in Oklahoma midway between Oklahoma City and Wichita, Kansas. A move in planning for about a year, Higher Class will depart Southern California for its more centrally located home.

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Airgyro Aviation sounds like a rotary wing outfit. Indeed the Spanish Fork, Utah company represents and trains in the fully enclosed Sportcopter 2. In fact, Airgyro is the only place you can get “both fixed wing and auto gyro training,” said president Nate Oldham. The company recent added another “2,” the Outback 2 built by Australian Lightwing. One day after Oshkosh ’08, Nate called to report Airgyro obtained SLSA approval #85. *** Based on a two seat version of the Experimental Outback 4, the conventional looking low wing is manufactured with a steel cage structure smoothly covered with composite shells. Gull-wing doors give entry to a 46.5-inch-wide cabin. Powered by the 100-hp Rotax 912S, Outback 2 cruises at 105 knots and carries 30 gallons of fuel. Click for more features or specs. *** In addition to Sportcopter and Outback, Airgyro was appointed the exclusive sales outlet for Higher Class Aviation‘s Sport Hornet.

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Remos Aircraft Announces New GX Model

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National Service Manager and longtime airshow aerobatic pilot, Cris Ferguson, uses his hands to emphasize how the GX wing has been made leaner. The lower left inset shows clean execution of flaps and linkage. At top U.S. boss Michael Meirer is pictured on the left.

Among many new aircraft shown at Oshkosh, one long-anticipated model was the updated Remos GX. The German company has moved steadily up the market share ranking of Special Light-Sport Aircraft using the earlier G-3 model designed in the 1990s. Following a major engineering effort, GX was shown to American buyers at the Wisconsin event. I was fortunate to fly the new model and found it has light and pleasant handling with several new features. *** Most notably, the wing has changed from the fabric covered version to a composite exterior that will likely be appreciated by customers including flight schools. The outer span is now tapered and the wing section is thinner, helping GX run close to the maximum speed allowed under LSA rules. GX, which is 100% built in Germany, retained the wing folding that attracts many buyers. Directional stability was enhanced by a longer “strake” or dorsal fin leading to the vertical stabilizer. Behind the left seat, the baggage area was lengthened allowing golf clubs to be carried; you remove the seat for such use, but the GX has several storage areas for small items you may want in flight. *** Also representing the GX was newly appointed Remos CEO, Corvin Huber.

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Among many new aircraft shown at Oshkosh, one long-anticipated model was the updated Remos GX. The German company has moved steadily up the market share ranking of Special Light-Sport Aircraft using the earlier G-3 model designed in the 1990s. Following a major engineering effort, GX was shown to American buyers at the Wisconsin event. I was fortunate to fly the new model and found it has light and pleasant handling with several new features. *** Most notably, the wing has changed from the fabric covered version to a composite exterior that will likely be appreciated by customers including flight schools. The outer span is now tapered and the wing section is thinner, helping GX run close to the maximum speed allowed under LSA rules. GX, which is 100% built in Germany, retained the wing folding that attracts many buyers. Directional stability was enhanced by a longer “strake” or dorsal fin leading to the vertical stabilizer.

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LSA Dominate $300,000 NASA Challenge 2008

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CAFE Foundation has for more than two decades measured efficiency of aircraft using sophisticated techniques and professional equipment. CAFE publishes the results of the Challenge; here’s last year’s results.

Amid furious preparations for Oshkosh, CAFE Foundation, the efficiency folks, announced teams that will vie for a second year of prizes. CAFE has a $300,000 purse thanks to their partnership with NASA, which is celebrating its 50th Anniversary in 2008. *** It may not surprise you to hear that four of five teams entered will fly Light-Sport Aircraft, and at least one is sure to end in the money as one prize ($10,000) is for “Quietest LSA.” Other prizes are a maximum of $150,000 for lowest community noise; two $50,000 prizes, one for “Green,” another for safety judged by handling qualities; a $25,000 speed prize; and four $3,750 “Showcase Prizes” covering quietest cabin, best angle of climb, shortest takeoff, and best glide. Winning a couple of the larger prizes is enough money “to actually buy someone their own LSA,” said CAFE President, Brien Seeley. *** The teams competing will fly a Pipistrel Virus (last year’s big winner of $165,000!–photo); a modified Diamond DA20-A1; a Dynamic WT9; the UFM-13 Lambada, and a Flight Design CTsw. Despite doling out NASA’s money, CAFE itself receives no funding from the space agency. A $4,000 entry fee covers some costs. The competition will occur after Oshkosh at CAFE’s Flight Test Center in Santa Rosa, California from August 2-10, 2008.

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Amid furious preparations for Oshkosh, CAFE Foundation, the efficiency folks, announced teams that will vie for a second year of prizes. CAFE has a $300,000 purse thanks to their partnership with NASA, which is celebrating its 50th Anniversary in 2008. *** It may not surprise you to hear that four of five teams entered will fly Light-Sport Aircraft, and at least one is sure to end in the money as one prize ($10,000) is for “Quietest LSA.” Other prizes are a maximum of $150,000 for lowest community noise; two $50,000 prizes, one for “Green,” another for safety judged by handling qualities; a $25,000 speed prize; and four $3,750 “Showcase Prizes” covering quietest cabin, best angle of climb, shortest takeoff, and best glide. Winning a couple of the larger prizes is enough money “to actually buy someone their own LSA,” said CAFE President, Brien Seeley. *** The teams competing will fly a Pipistrel Virus (last year’s big winner of $165,000!–photo); a modified Diamond DA20-A1; a Dynamic WT9; the UFM-13 Lambada, and a Flight Design CTsw.

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Icon’s A5 Flies! Check the YouTube Video

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Visit YouTube to see the first flight of the Icon A5. (Inset) Founder and CEO Kirk Hawkins applauds the effort. *** If your LSA company has good first flight video of a new model, send me the location where it can be viewed.

I’ve rarely promoted watching a YouTube video in a blog post. And this obviously isn’t the first SLSA (candidate) to make a first flight. But I’d repeat this many times if all first flights were as well documented as the first flight of the Icon A5 LSA seaplane. *** The L.A. company has shown unusual levels of professionalism and showmanship. So their creation of a quality video for a first flight comes as little surprise. *** Icon engineering team member Jon Karkow made the first flight on Wednesday, July 9th. Beside his engineering duties, Jon is an accomplished test pilot with a slate of first flights including the late Steve Fossett’s GlobalFlyer from Scaled Composites. *** “Everything went as well as an initial test flight possibly could go; so I was very pleased,” said Karkow. “The aircraft flew exceptionally well and met or exceeded our design expectations. The A5 seems to be a great aircraft right out of the box.” *** A first successful flight is a thing to rejoice, of course, but lots of work remains. The prototype will go through many more trials and then a pre-production model will be built to verify all the ASTM standard compliance points. Production is expected in late 2010.

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I’ve rarely promoted watching a YouTube video in a blog post. And this obviously isn’t the first SLSA (candidate) to make a first flight. But I’d repeat this many times if all first flights were as well documented as the first flight of the Icon A5 LSA seaplane. *** The L.A. company has shown unusual levels of professionalism and showmanship. So their creation of a quality video for a first flight comes as little surprise. *** Icon engineering team member Jon Karkow made the first flight on Wednesday, July 9th. Beside his engineering duties, Jon is an accomplished test pilot with a slate of first flights including the late Steve Fossett’s GlobalFlyer from Scaled Composites. *** “Everything went as well as an initial test flight possibly could go; so I was very pleased,” said Karkow. “The aircraft flew exceptionally well and met or exceeded our design expectations.

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Strong Survive 2008; LSA Market Share Adjustments

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Every month my Czech friend, Jan Friedrich, compiles FAA registration data. These data are available to anyone but it takes a several hours to comb through the database while applying industry knowledge because the information, while accurate, is not straightforwardly presented. Welcome to Just Aircraft, who qualified for the Top 20.

Through the first six months of 2008, Light-Sport Aircraft deliveries have reflected the same challenges afflicting the rest of general or sport aviation…and for that matter, the overall U.S. economy. In fact, LSA registrations aren’t off as badly as are GA deliveries, perhaps due to significantly better fuel economy in an LSA. These FAA registrations can be analyzed to show trends. *** In the first half of 2008, the LSA industry registered 248 aircraft, which is 22% of all registrations from April 2005 through December 2007 (1,118). Many find it interesting to observe how market leaders compare. If a supplier registered less than 22% of their fleet in 2008, they slipped in market share (even if they registered more total airplanes). If they exceeded that figure, they gained market share. In the first half of 2008 gainers included: Remos up 62%; Czech Aircraft Works 47%; FPNA 45%; Gobosh 38%; Tecnam 35%; Aeropro 32%; and AMD 28%. All brands named above had a smaller total number of previously-registered aircraft than the leading sellers, so the percentage value isn’t particularly meaningful other than to rank the increases by brand. *** By the number of aircraft registered, Flight Design stayed out in front adding 33; Tecnam 24; CZAW and Remos 21 each; American Legend 18; AMD 13; and CubCrafters 10.

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Through the first six months of 2008, Light-Sport Aircraft deliveries have reflected the same challenges afflicting the rest of general or sport aviation…and for that matter, the overall U.S. economy. In fact, LSA registrations aren’t off as badly as are GA deliveries, perhaps due to significantly better fuel economy in an LSA. These FAA registrations can be analyzed to show trends. *** In the first half of 2008, the LSA industry registered 248 aircraft, which is 22% of all registrations from April 2005 through December 2007 (1,118). Many find it interesting to observe how market leaders compare. If a supplier registered less than 22% of their fleet in 2008, they slipped in market share (even if they registered more total airplanes). If they exceeded that figure, they gained market share. In the first half of 2008 gainers included: Remos up 62%; Czech Aircraft Works 47%; FPNA 45%; Gobosh 38%; Tecnam 35%; Aeropro 32%; and AMD 28%.

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Yet Another…Opus Gains SLSA Status for Super 2

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The shoulder wing Super 2 design improves occupant visibility by sweeping the wings forward (lower inset). Like CZAW’s Parrot, Super 2’s canopy opens rearward for entry. At 152 pounds under the max allowed, Super 2 performs well on the 80-hp. I once flew it with the 115-hp R-914 for a…well, “awesome” experience.

Sometimes a new entry slips invisibly under the radar of organizations like EAA or myself. We both (and others) have our eyes wide open for new blips popping up on the screen. Nonetheless the folks at Opus Aircraft were stealthy enough that the Super 2 approved in February 2008 only recently appeared on our SLSA List. The Atlanta MIDO (Manufacturing Inspection District Office) approved the model first created in the UK. *** Super2 is an all-aluminum, shoulder-wing aircraft with a forward sweep to broaden visibility. Originally designed and built by ARV Aviation in England, Super 2 is now made at the Rockingham County Airport in Stoneville, North Carolina. In 1983 Brit’ designer Richard Noble set the world land speed record at Black Lake, Nevada. Opus reported, “While traveling back and forth training for his record attempt, he learned how to fly. After achieving a record, Noble returned to the United Kingdom, found flying expensive and developed a small modern light aircraft. ARV built 30 Super 2s, “all of which are still flying to this day,” said Opus. *** A few specs for Super 2: gross 1,168 pounds; empty 727 pounds; cruise 95-104 knots; 13.1 gallons of fuel; span 28.5 feet; and area 92.5 square feet.

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Sometimes a new entry slips invisibly under the radar of organizations like EAA or myself. We both (and others) have our eyes wide open for new blips popping up on the screen. Nonetheless the folks at Opus Aircraft were stealthy enough that the Super 2 approved in February 2008 only recently appeared on our SLSA List. The Atlanta MIDO (Manufacturing Inspection District Office) approved the model first created in the UK. *** Super2 is an all-aluminum, shoulder-wing aircraft with a forward sweep to broaden visibility. Originally designed and built by ARV Aviation in England, Super 2 is now made at the Rockingham County Airport in Stoneville, North Carolina. In 1983 Brit’ designer Richard Noble set the world land speed record at Black Lake, Nevada. Opus reported, “While traveling back and forth training for his record attempt, he learned how to fly. After achieving a record, Noble returned to the United Kingdom, found flying expensive and developed a small modern light aircraft.

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Falcon LS Snatches Newest SLSA Approval (#82)

By Dan Johnson || Leave a Comment

The original Corvus had features that didn’t make it into the SLSA Falcon LS (a power-opening canopy with remote clicker for example), but it kept most of the handsome lines of the former. It has that go-fast look even while sitting at rest. Click for more specs.

Perhaps it’s the race to get ready for AirVenture 2008. Perhaps it was simply the result of months of work which finished right before the big show. Either way, welcome our newest SLSA, the Falcon LS. *** You first became aware of this airplane as the Corvus
, seen at the Aero airshow in April 2005. The gorgeous Hungarian design was created in a country lacking a bilateral agreement, government-speak meaning it could not be exported to the U.S. as a ready-to-fly LSA. So, Tomas Becse and Thomas Pizzuti — the twin Ts of T&T Aviation — are using the basic design and doing assembly in the USA to bring the shapely low wing to American customers. *** Other than Jay Kurtz’s Experimental LSA RV-9, Falcon LS is the first Light-Sport Aircraft to offer the 116-hp Lycoming O-235 (photo) as a powerplant. T&T also offers the Continental O-200, Rotax 912S, or Jabiru 3300, so you have a wide choice of powerplants. Though slightly slower than the LS with other engine choices and though heavier (empty weight increases to 828 pounds, 60 more than with the Rotax), some general aviation pilots might choose the Falcon LS solely for this reason.

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Perhaps it’s the race to get ready for AirVenture 2008. Perhaps it was simply the result of months of work which finished right before the big show. Either way, welcome our newest SLSA, the Falcon LS. *** You first became aware of this airplane as the Corvus , seen at the Aero airshow in April 2005. The gorgeous Hungarian design was created in a country lacking a bilateral agreement, government-speak meaning it could not be exported to the U.S. as a ready-to-fly LSA. So, Tomas Becse and Thomas Pizzuti — the twin Ts of T&T Aviation — are using the basic design and doing assembly in the USA to bring the shapely low wing to American customers. *** Other than Jay Kurtz’s Experimental LSA RV-9, Falcon LS is the first Light-Sport Aircraft to offer the 116-hp Lycoming O-235 (photo) as a powerplant.

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Finding New Pilots; Icon Takes a Novel Approach

By Dan Johnson || Leave a Comment

What a stunning design job the ex-Scaled Composites, SpaceShipOne engineers have done. If A5 flies nearly as good as it looks, it’ll be a dreamboat flying machine. But the real story is their marketing strategy. Visit Icon at AirVenture 2008.

Most aviation participants have been wringing their hands over the declining pilot population. FAA’s database of active pilots has dropped from 825,000 when I began flying to less than 600,000 today…all while the U.S. population has grown by 50 million. We are clearly doing something wrong, and have for too long had a too-inward focus. *** We have some worthy efforts of outreach. EAA has their fine Young Eagles program. AOPA has its Project Pilot. Companies like Cirrus rove from show to event with their mobile display. Yet we need to do much more. *** L.A.-based Icon Aircraft is one such company that is doing so, recently introducing their new Icon A5 LSA. While the company is presently focused on providing a fascinating new aircraft, they’re looking beyond the existing pilot market. According to their CEO Kirk Hawkins, “Icon’s mission is to bring the freedom, fun, and adventure of flying to the thousands of others who have always dreamed of it. Our research has shown that there is an enormous yet untapped consumer interest in aviation. To help unlock this potential, the Icon A5 is not only designed to deliver an amazing and safe flying experience, but is designed by some of the brightest minds in both the aviation and automobile industries to truly inspire us the way all great consumer products do.” Only time will tell if Icon will succeed and the real trick is exactly how to reach all these new folks. But I’m pleased to see an airplane company looking outside the box. It’s about time we stopped selling airplanes only to each other.

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Most aviation participants have been wringing their hands over the declining pilot population. FAA’s database of active pilots has dropped from 825,000 when I began flying to less than 600,000 today…all while the U.S. population has grown by 50 million. We are clearly doing something wrong, and have for too long had a too-inward focus. *** We have some worthy efforts of outreach. EAA has their fine Young Eagles program. AOPA has its Project Pilot. Companies like Cirrus rove from show to event with their mobile display. Yet we need to do much more. *** L.A.-based Icon Aircraft is one such company that is doing so, recently introducing their new Icon A5 LSA. While the company is presently focused on providing a fascinating new aircraft, they’re looking beyond the existing pilot market. According to their CEO Kirk Hawkins, “Icon’s mission is to bring the freedom, fun, and adventure of flying to the thousands of others who have always dreamed of it.

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TL-Ultralight Makes First Flight in New Sirius

By Dan Johnson || Leave a Comment

At EAA AirVenture Oshkosh 2007, SportairUSA displayed a full-size mockup of the TL-3000. A production prototype is planned for July and production should start later in 2008. SportairUSA expects an SLSA-certified version to be ready for the USA by the first half of 2009.

You might say it’s Sirius when TL-3000 takes to the air for the first time. Kidding aside, the new model’s U.S. importer is seriously happy about their composite high wing making its initial flight. Czech producer TL-Ultralight makes the sleek low-wing StingSport that SportairUSA has been selling since the first SLSA lifted into American skies. In development since 2006, TL president Jiri Tlusty recently flew the carbon fiber TL-3000 for the first time. *** SportairUSA boss Bill Canino was recently in Czech Republic making arrangements to market the TL-3000 alongside the Sting S3, an advanced generation version of the TL’s successful low wing model. The Arkansas-based importer says the 46-inch wide Sirius is powered by the 100-hp Rotax 912S, has a useful load of 600 pounds, and extended range with fuel capacity of more than 30 gallons. *** As with StingSport and Sting S3, TL-3000 will come standard with high-end safety features such as a Galaxy rocket-deployed parachute system, PCAS collision avoidance, and AmSafe 4-point inertial-reel seat belts. Easy entry and plenty of legroom are further benefits, said Sportair. TL-Ultralight reportedly has more than 500 aircraft flying around the world.

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You might say it’s Sirius when TL-3000 takes to the air for the first time. Kidding aside, the new model’s U.S. importer is seriously happy about their composite high wing making its initial flight. Czech producer TL-Ultralight makes the sleek low-wing StingSport that SportairUSA has been selling since the first SLSA lifted into American skies. In development since 2006, TL president Jiri Tlusty recently flew the carbon fiber TL-3000 for the first time. *** SportairUSA boss Bill Canino was recently in Czech Republic making arrangements to market the TL-3000 alongside the Sting S3, an advanced generation version of the TL’s successful low wing model. The Arkansas-based importer says the 46-inch wide Sirius is powered by the 100-hp Rotax 912S, has a useful load of 600 pounds, and extended range with fuel capacity of more than 30 gallons. *** As with StingSport and Sting S3, TL-3000 will come standard with high-end safety features such as a Galaxy rocket-deployed parachute system, PCAS collision avoidance, and AmSafe 4-point inertial-reel seat belts.

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AirVenture 2008 Excitement Builds; New LSA Mall

By Dan Johnson || Leave a Comment

Many of you know where the North Aircraft Display Area is…the kit-built area. And others remember where NASA has been housed for some years (now the Affordable Flying Center). The LSA Mall location is near the former indoor display buildings north of the old control tower.

Never before had EAA given any exhibit the wonderful space just south of AeroShell Square. Almost always — by example, the Countdown to Kitty Hawk exhibit — the space was used one year and then changed. EAA gave the LSA industry the space for three years running. *** EAA will be changing the ground layout significantly in the years ahead, so that space will be given another purpose. Yet attendees tell airshow organizers they like the LSA clustered together in a Mall concept. Otherwise, they have to travel the immense show seeking one brand or another. AirVenture layout planners listened to LAMA‘s request for a dedicated area and established a new location (see photo). *** EAA will also launch their new Affordable Flying Center and what better place for LSA to be co-located? Especially with 100LL at $6 a gallon, LSA look pretty good at 30 miles per gallon (4 gph and 120 mph cruise) and with auto gas capability. The 2008 LSA Mall space is filling to capacity, which could number about 20 Special Light-Sport Aircraft for your review, about the same size as the Sun ‘n Fun LSA Mall. The best news…a ranking EAA official wants plans put in consideration to continue the LSA Mall for 2009. Thanks, EAA!

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Never before had EAA given any exhibit the wonderful space just south of AeroShell Square. Almost always — by example, the Countdown to Kitty Hawk exhibit — the space was used one year and then changed. EAA gave the LSA industry the space for three years running. *** EAA will be changing the ground layout significantly in the years ahead, so that space will be given another purpose. Yet attendees tell airshow organizers they like the LSA clustered together in a Mall concept. Otherwise, they have to travel the immense show seeking one brand or another. AirVenture layout planners listened to LAMA‘s request for a dedicated area and established a new location (see photo). *** EAA will also launch their new Affordable Flying Center and what better place for LSA to be co-located? Especially with 100LL at $6 a gallon, LSA look pretty good at 30 miles per gallon (4 gph and 120 mph cruise) and with auto gas capability.

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LSA Industry’s Fast Pace…Approaching Model #100

By Dan Johnson || Leave a Comment

Innovation abounds in Light-Sport Aircraft design. The Icon A5 unveiling (top) raised the bar higher, but many planes have set new standards as evidenced by examples like (left to right) FP&A’s A-22 Valor with its huge clear fuselage, the all-Americanized Cirrus’ SRS, and the exotic wings of the Urban Air’s Lambada. See them all at EAA AirVenture Oshkosh 2008.

Despite an economic slowdown shared by all of aviation, the LSA industry is rich with entrepreneurs. Innovative new designs hit the market regularly. Consider this: In just over three years, the industry has certified an astounding 81 aircraft designs and several more are on the horizon. One hundred certified LSA might be available by 2009, in less than four years since the category was created by FAA. No one remembers anything close in FAA history. *** All Light-Sport Aircraft presently total about 1% of the U.S. piston engine fleet including all FAA registrations of all aircraft types and models. Yet three LSA years compare to 80+ Cessna years, so the new segment remains in its infancy. Consequently, the LSA industry may be acting precisely as needed — focusing on innovation and diversity as proven by the number of new models meeting ASTM standards. Big sales will follow, many experts believe. *** Simultaneously, the industry is building infrastructure — as demonstrated by our growing FIRM List. And as companies acquire market sophistication, one fact appears unassailable: LSA and Sport Pilot are the hope for growth in aviation. Conventional GA businesses are established and many are perhaps too comfortable. The greater likelihood is that LSA will be the segment to bring in a new round of aviators.

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Despite an economic slowdown shared by all of aviation, the LSA industry is rich with entrepreneurs. Innovative new designs hit the market regularly. Consider this: In just over three years, the industry has certified an astounding 81 aircraft designs and several more are on the horizon. One hundred certified LSA might be available by 2009, in less than four years since the category was created by FAA. No one remembers anything close in FAA history. *** All Light-Sport Aircraft presently total about 1% of the U.S. piston engine fleet including all FAA registrations of all aircraft types and models. Yet three LSA years compare to 80+ Cessna years, so the new segment remains in its infancy. Consequently, the LSA industry may be acting precisely as needed — focusing on innovation and diversity as proven by the number of new models meeting ASTM standards. Big sales will follow, many experts believe.

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Italy’s Tecnam Buys Producer of Spain’s Toxo LSA

By Dan Johnson || Leave a Comment

With 2,500 aircraft flying, Tecnam is one of the most prolific light aircraft builders. (See their Fleet Chart with a couple clicks.) Now their focus turns to the twin engine four seater P2006T. Since 2004, Tecnam has churned out a new model every other year or faster. Recently they bought the low wing composite Toxo.

Costruzioni Aeronautiche Tecnam, simply “Tecnam” to Americans, manufactures the Sierra, Bravo, Echo Super, and Eaglet SLSA. On June 10th the Italian company completed its purchase of Composite Aeronautic Group (CAG). U.S. pilots became aware of CAG’s Toxo after it won SLSA airworthiness in March 2008. *** Tecnam CEO Paolo Pascale Langer explained, “Although Tecnam is expanding capacity due to significant growth we still require more space along with enhanced access to additional technologies. CAG provided both.” *** Tecnam plans to use CAG’s Zaragoza, Spain facility to double their current production of two seat aircraft. They claim annual output of 300 light single engine aircraft per year. The company hopes to boost that figure to 600 aircraft per year by the end of 2009. *** Tecnam has been focused on their dual Rotax engine airplane, the P2006T. Langer indicated, “[Using CAG facilities will] also release production space to meet the sizeable order book for the P2006T, a four-place twin currently in final certification with EASA and the FAA.” The acquisition comes as the design for another new aircraft is being completed by Tecnam’s engineering group. The new model is expected to debut at Aero in Friedrichshafen, Germany and at Sun n Fun in the USA in 2009.

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Costruzioni Aeronautiche Tecnam, simply “Tecnam” to Americans, manufactures the Sierra, Bravo, Echo Super, and Eaglet SLSA. On June 10th the Italian company completed its purchase of Composite Aeronautic Group (CAG). U.S. pilots became aware of CAG’s Toxo after it won SLSA airworthiness in March 2008. *** Tecnam CEO Paolo Pascale Langer explained, “Although Tecnam is expanding capacity due to significant growth we still require more space along with enhanced access to additional technologies. CAG provided both.” *** Tecnam plans to use CAG’s Zaragoza, Spain facility to double their current production of two seat aircraft. They claim annual output of 300 light single engine aircraft per year. The company hopes to boost that figure to 600 aircraft per year by the end of 2009. *** Tecnam has been focused on their dual Rotax engine airplane, the P2006T.

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