Have you been thinking that it's been some time since a new Special LSA was announced? While the torrid pace of yesteryear has abated, it ain't over yet by a long shot. I know of at least a dozen aircraft still in progress to achieve SLSA status. Now, welcome to Sling, SLSA #125. *** Quietly back on April 18th, 2012 Sling N511NG, based at Torrance, California, received its pink Airworthiness certificate. You may recall reading about a South African Sling earlier, the aircraft completing a world-circling flight that its developers achieved in a fresh-off-the-drawing-board design. *** Sling began development in 2006 in South Africa; 60 airplanes have been delivered to other countries. "This airplane is the first U.S.-registered Sling," stated Matt Liknaitzky, the representative of American importer The Airplane Factory USA. Sling was designed from the start to make full use of the LSA envelope and to be in compliance with ASTM standards for Special Light-Sport Aircraft. *** With partner James Pittman — his cabin mate for the round-the-world flight — Mike Blyth started The Airplane Factory to create Sling. A pioneer of microlight aviation in South Africa, Mike has been involved in designing, building, and selling aircraft since 1985. An aviation adventurer of several grand flights, Mike also became a very capable film maker to tell the story of his flying exploits. He has also owned the Rotax engine distributorship in South Africa for more than 25 years. *** The Airplane Factory is based in Johannesburg, South Africa, where Matt says they employ a full-time staff of 75 able to produce five ready-to-fly Slings per month. The company also supplies kit versions. In countries that permit, Sling will be made available as an ELSA kit or as an Experimental Amateur Built kit. *** "The Airplane Factory, Inc., in California — sister company to The Airplane Factory in South Africa — is the U.S. entity responsible for marketing, distributing, and supporting the Sling line of aircraft in North America," Matt added. "Using the motto, 'Bringing the Spirit of Aviation to the Masses,' The Airplane Factory, Inc., plans to work on rejuvenating aviation in local communities using innovative flight training, flying club, and marketing strategies." *** Sling N511NG will be based at Torrance Airport (KTOA) and will be flying to EAA AirVenture Oshkosh 2012 where it will be on display at Booth #305. For more information contact The Airplane Factory, Inc.

Since Sebring in January, the airshow season has rushed by at warp speed and now we return to more aircraft flown at the event that kicks off the aviation year. We'll add more from Sun 'n Fun soon plus we're loading more than 30 new videos. In this post, we have a quick look at the all-new Bristell, first unveiled to the American pilot community at the AOPA Summit last fall in Hartford Connecticut. *** If you feel a sense of deja vu when looking at Bristell, that's understandable. It has some common design heritage with the SportCruiser or PiperSport because the man behind the BRM Aero Bristell — Milan Bristela — was once affiliated with Czech Aircraft Works which originated the design. That's when Milan and I first met. He left the former company before it was taken over by Czech Sport Aircraft, designed another aircraft with a different partner, and finally chose a path all his own. Milan calls this a fifth generation design owing to his earlier work. Evidently those iterations paid off because at Sebring 2012, several media reporters went over the Bristell carefully and every one I spoke to was quite impressed (not always easy with reporters used to looking over everyone's latest and greatest projects) *** What really struck me were the many detail considerations, perhaps a function of long work on a design concept. Our video goes over many of these plus the very comfortable — and roomy (see photo) — cockpit. *** I offer some specifications to help tell the story. Engine is the ubiquitous 100-hp Rotax 912; Span is just under 30 feet; Empty weight 706 pounds; Payload with full fuel (30 gallons) is 437 pounds; Range 700 nm based on more than six hours endurance burning 5.5 gph in high cruise; Cabin width is a whopping 51.2 inches, almost a foot wider than a Cessna 172; Baggage capacity is significant carrying 121 pounds in two wing lockers and space aft of the seat. Of course, the latter depends on other loading but is nonetheless appealing to those who want to travel in the Bristell. The U.S. importer says Bristell will get you from Philadelphia (not far from their current location) to Chicago with a single fuel stop. Stall is a low 32 knots or 39 clean and what's called "max structural cruise" is listed at 116 knots or 133 mph. Never exceed speed is 145 knots. The Czech company is also working on a retractable model though that will not qualify under American LSA regulations. *** In flight, Bristell was a thing of beauty with wonderful handling and a seemingly unimpeachable stability profile. I didn't find any warts and I spoke to three other flight reviewers who were equally enthusiastic. Perhaps you ought to take a flight at an airshow near you. Because importer Bristell USA is new to the game (though well established in the LSA business), dealerships have not sprung up across the USA... yet. Even in an economic downturn that is taking its toll, Bristell seemed a breath of fresh air. Click to gain more info.

Somebody at the L.A. Times has got a sweet tooth for the flying car, specifically the Terrafugia Transition SLSA-legal “roadable” airplane. No less than six feature articles about flying cars have appeared in the prestigious newspaper’s online edition in the last month alone, in departments as diverse as Business, U.S., Nation Now, Tech Now and Automobiles, penned by a variety of journalists. *** All this attention also signifies somebody at Terrafugia is really doing a superb job at getting the word out, which has in fact been evident from the beginning: I’ve seen notices of hundreds of articles in all kinds of publications since the program was first announced some years ago. Clearly the idea of a Jetsons-style flying car continues to tickle the cultural subconscious. *** That the Transition is wildly unaffordable for most 99 percenters hardly matters: it’s kind of a kick, isn’t it, to imagine being able to fly your car anywhere, then drive around once you get there? *** Of course, it seems vastly more logical, and certainly more cost effective, to simply fly where you want in an airplane, and carry more than two people by the way, then rent a nice big comfortable car once you get there, but hey, let’s not stomp on romantic notions, alright? *** Still, I can’t help but wonder, after returning from 2+ weeks driving through the breathtaking Utah, Arizona and Colorado canyon country, how practical a flying car will ever be. *** Take the Transition: those vertical folded wing panels might not cope too well with the kind of hellacious sand/dust storms I experienced more than once driving through high desert landscapes. I was tense at times just driving our rental car! *** To be fair, it seems likely anyone who buys one of these come-to-life fantasies would be prudent to practice the same kind of weather-checking safety acumen required of any pilot before he/she climbs into an aircraft, lest they find, after a vicious gust on the highway, that the flying mission of the car was no longer possible because the wings were cartwheeling downwind all by themselves at 50 mph. I don’t mean to poke fun at the Transition or any other promising flying road vehicle, such as the Maverick (which uses a dune buggy “fuselage”, a large paraglider-type airfoil and costs $94,000 and is being marketed as a kit to avoid a mountain of regulatory hassles) and the PAL-V roadable gyrocopter, I guess you’d call it, which is indeed a cool, spacey-looking vehicle. They're marvels of engineering and deserve our respect just for that. *** The Dutch company that produces the PAL-V, for Personal Air and Land Vehicle, just flew it’s Proof of Concept model and projects its cost at $300,000 when it hits the market in 2014. *** At 1,500 pounds though, it won’t qualify as an LSA. *** Flying car dreams are nothing new. There have been many, many designs that actually flew but most never came to market over the decades since civilian flight began. And let's not overlook Moller International which has somehow gone through tens of millions of dollars of investor money without, so far as I’ve been able to discover, ever marketing a flying production vehicle through more than 40 years of trying. *** That doesn’t prevent the company from also showing up in the news on a regular basis, typically with yet another new design (there have been several). *** Kind of amazing how Dr. Moller's managed to levitate through the years amidst prevalent and recurring bankruptcy rumors without ever producing a single vehicle... and it's probably a good thing, since when these designs lose just one engine, they are heading straight for the ground. Engine technology may someday approach complete immunity from mechanical breakdown, but not in our lifetimes for sure. *** Nonetheless, last month the Transition drew admiring crowds at the New York Auto show even though it’s now pegged to cost $279,000 once it’s in production, perhaps next year. *** Enthusiasm for flying cars shows no signs of waning, not if Terrafugia’s PR people and news organs like the LA Times have anything to say about it.

Aero 2012 is one of those shows that has interesting aircraft in more nooks and crannies than even a crack reporter like Dave Unwin can find. Thanks to Tom Peghiny (of Flightstar eSpyder, and Flight Design USA fame), we have more from the German show. —DJ ||||

At Apple press events, the late Steve Jobs would often tease the crowd with "one more thing." Here's the ByDanJohnson.com equivalent from Aero... *** Enthusiasts of electric aircraft realize that the road to electric-powered, general-use aircraft is still off in the future. For example, we haven't seen much lately about the electric Cessna 172 project. One thing seems certain: the first electric airplanes to find market success will surely be the lightest of the breed. *** Tom Peghiny sold his Flightstar designs to electric aircraft developer, Yuneec so they could advance the eSpyder. Tom confirmed Yuneec is hard at work and that we'll see the eSpyder as an LSA in America but first it will appear as a German ultralight. *** Besides Tom Peghiny's work in the powered aircraft arena, he is also a longtime expert hang glider pilot. So when he raved about the Electric Sports trike he found at Aero 2012, I paid attention. *** Designers Eduard van de Kraats and Wolfgang Zankl started their project in spring of 2011. Their progress was swift. Including the lightest batteries es-trike is claimed to weigh only 67 pounds or 99 pounds even with the longest-lasting batteries. Adding the ATOS VR 190 wing at 97 pounds, the total aircraft is approximately 164-196 pounds thanks significantly to a titanium trike frame (the carriage alone is a mere 26 pounds). An extended shaft keeps the prop out of disturbed air, which the designers say increases power and quiets operation. *** The ATOS VR 190 wing is one of the most impressive available with a glide angle beyond 20:1, stall at 23 mph (on the es-trike) and top cruise speed of 55 mph. All these measurements keep the rig well with Part 103 parameters. *** Takeoff in the es-trike requires less than 100 feet and it can climb at 400-600 fpm (presuming a pilot weight of 154 pounds; your results may vary). Endurance is specified as 25 minutes with an 18-pound battery pack up to two and half hours with a 51-pound battery pack. Even with the biggest battery set, es-trike still easily qualifies under FAR Part 103 but various battery packs are available. For a thorough review of all aspects of the es-trike read this PDF file. *** Get more info on the es-trike at the company's website or by emailing Electric Sports. The company is presently working on a two-seat version. The southern German company has no U.S. representation at this time.

For some excellent in-flight views of the Electric Sport trike with what may be sleekest wing available (the A.I.R. ATOS VR 190), watch this video:

Aero 2012 is history and here's the wrap up view from our roving reporter. —DJ ||||

Despite the precarious state of the global economy and contrary to the expectations of many industry observers, I judge 2012 Aero was a success. Held in the picturesque town of Friedrichshafen on the shores of Lake Constance (Bodensee) in Germany it was traditionally a biennial show until 2010, when the organisers took the bold decision to make it an annual event. Having attended every Aero since 2001 I was curious to see how both exhibitors and attendees viewed this major change to the show's format. [Most European airshows are scheduled alternate years. —DJ] Aero has now been an annual event for a couple of years. I concluded that it is probably is a show too far and that many exhibitors would prefer it to revert to a biennial event. As with many airshows, the cost to exhibit is a significant part of the marketing budget for many companies. With airplane sales across all aviation sectors down from the mid-noughties increased airshow expenses strain the budgets, especially for smaller producers. *** The end-of-show statistics would seem to back my initial impression up. Visitor numbers were down about 10% on 2011, from 33,400 to 30,800. The last biennial show in 2009 recorded 46,500 visitors and 625 exhibitors [though this is not a completely equal comparison; more visitors per show can logically be expected to attend a show that happens only in alternate years —DJ]. Despite the faster pace Aero 2012 had 550 exhibitors from approximately 30 different countries. *** Aero didn't offer an air show this year, but to be brutally honest it was always rubbish anyway. This is not intended to be a slur on the show organizers or display pilots; it's just that the crowd line is so far displaced from the flight action and the minimum altitude set so high that the entire event lacks the up-close viewing common to American airshows. The conclusion I drew is that the specter of Ramstein still haunts all German air show organizers. On that terrible day of August 28, 1988, 75 people died when a display by the Italian Frecce Tricolori team went horribly wrong. After this tragedy air shows were completely banned in West Germany for several years, and even after the ban was lifted very strict rules governing air displays remain in force. *** Making up for the tight rules, the most interesting object in the air was the Zeppelin NT airship. This behemoth of the sky never failed to attract attention as it buzzed busily around the airfield flying passenger rides over the beautiful Bodensee. Although Aero doesn't offer a dynamic air show, it is a magnificent aviation trade show. While visitor numbers were down a great many attendees were pilots giving vendors a target-rich audience for their flying goods and many orders were reportedly taken. Aero is also a great opportunity for the great and good of European sport aviation to get together. Overall aircraft sales may be down, but judging by the astonishing amount of new aircraft and engines, I would say that European sport aviation is as vibrant as ever! *** The next AERO will take place from April 24 to 27, 2013. For reference, Sun 'n Fun will occur over April 9-14, 2013 and the deliberately-planned 10-day separation helps those who wish to attend both events.

Aero 2012 concluded and we present a final round of aircraft news to be followed by a wrap up view. All photos by Dave Unwin —DJ ||||

LSA SUPPLIERS & ENGINES Garmin had a pretty big presence at the show. I spoke to Matt Harran who told me that the newest items Garmin had at Aero 2012 are improved VFR charting for the GPSMAP 795, which includes more specific data from Jeppesen, which can be uploaded onto the unit. *** Along with the usual two and four-strokes there were some diesels, a hybrid and a couple of rotaries at Aero 2012. More esoterically, there were also some small jets and turboprops, and several electric motors. ••• An Italian company, MW Fly, also had three versions of its B22 on show; the 95 horsepower 22D, 115 horsepower 22L and 130 horsepower 22R. These geared, liquid-cooled flat-fours feature electronic ignition and injection. ••• Although not the usual ByDanJohnson content, Diamond's DA-52 VII deserves a mention because the new aircraft generated a great deal of interest. Of more focused interest to light plane fans is Austro — the Diamond subsidiary that builds its engines after the original Thielerts were deemed unsatisfactory. Austro also produces several lightweight Wankel-type rotary engines. The single-rotor AE50R produces 55 horsepower, the AE75R perhaps unsurprisingly, 75 horsepower, while the twin rotor IAE110R puts out 110 horsepower. ••• Hirth also had the latest incarnation of its well-proven F30 on show: the 3003. This fan-cooled two-stroke flat-four produces 92 horsepower at 6500 rpm, and is claimed to weigh only 92 pounds. ••• After looking at several powerplants I gave a "most aesthetically pleasing" award to the Simonini Mini 2 Plus, if only because the curvaceous exhaust was practically a work of art. This compact single-cylinder Italian engine puts out 26 horsepower. ••• As a keen exponent of electric flight, I was quite taken by the ElectroLight 2 from Electravia. Based on an old L-Spatz single seat glider airframe (a bit like a Schleicher K-8), it has a 26 horsepower motor and can climb up to 10,000 feet with the large LiPo battery pack. ||||

MORE LSA AIRCRAFT *** Well, just when I thought there couldn't possibly be any more new aircraft — I found some! ••• Aimed at the German 264-pound category (it can also meet the England's SSDR and the USA's Part 103 criteria) the Song is an unusual single-seat, twin-boom pusher from Czech manufacturer Gramex. Available in two different versions the high performance model ("high performance" being used here in the loosest possible sense) has a span of 24 feet and is powered by a Verner 35 horsepower engine. It can cruise at up to 66 knots on the Vernor engine, has a Vne of 72 knots and stalls at 32. Both versions have the same 517 pounds gross weight, so it is fortunate that the version fitted with the 20.5 horsepower Bailey motor has a 36 foot wingspan. ••• BRM's Bristell looked very smart in this yellow paint scheme. This particular aircraft was very well finished, with flush-riveting used on some parts of the machine. BRM also had a retractable version on show, and this generated quite a lot of interest. ••• Slovakian airframer Tomark had two versions of its Viper SD-4 on display; the LX was painted in this rather lurid green, while the glider tug version was bright yellow, and even had shark's teeth! Both are powered by the near-ubiquitous Rotax 912. In fact, Rotax appears to have increased its domination of the LSA market. ••• Zlin had its Savage Cub and Savage Classic on display, and also the airframe of the Savage Bobber. The idea of the Bobber is that it can be totally customized by the customer. It is offered with 15 different colors for the engine, 20 colors for the welded (4130) fuselage, two different types of chrome, and a wide variety of just about every other parameter such as eight different types of leather, plus various options for the luggage holders, seat belts and seats. Currently, there are ten different paint schemes available; there are even four different colors available for the propellers! I would imagine that leaving the aft fuselage un-skinned must also improve the handling when landing and taking off in strong crosswinds. *** Watch for an assessment of the show later this week!

In the midst of a couple weeks away from home to marry off my firstborn daughter, I remain nonetheless able and willing to mine the LSA infoverse for newsworthy veins. *** Also, check out Aero Friedrichshafen going on right now in Germany. It's one of Europe's premier aviation events, with lots of new aircraft (like the Pipistrel Panthera 4-seat flying Ferrari) and technologies announced every year. Now, two items of interest: *** Flight Design Goes EASA *** The leading SLSA producer for the U.S. market, Flight Design, told everyone at Aero that the CTLS has earned the European Aviation Safety Agency (EASA) restricted type certification ((R) TC) for the two-seater.John Doman, Flight Design’s director of business development of global sales and marketing, said, “For European flight schools the certification will enable additional aircraft utilization leading to more revenue and value for their purchase of a Flight Design (R) TC aircraft.” 

The streamlined Panthera from Pipistrel will offer three engine configurations: conventional piston; hybrid gas/electric; and all-electric! Photo: Jure Makovec/AFP

*** This type-certificated version of the CTLS will be distributed under the variant name CTLS-ELA and is nearly identical to the SLSA version already marketed worldwide. *** Flight Design presses ahead with development of its four-seat C4 too. It has an interior mockup at Aero of the roomy aircraft which will be FAA-certified under primary category rules in the U.S. The pic shows how roomy that cabin will be.   *** "The EASA certification of the CTLS gives a boost to the C4’s certification efforts in the United States," says the official release about the CTLS-EASA, "because the C4 will have many of the same design features and systems of the CTLS,” a company official said. The C4, a $250,000, 155-knot airplane powered by a 180-horsepower Continental IO-360 engine, will be certificated in 2013, with first deliveries shortly thereafter. *** Don't take that certification date lightly: Flight Design has a habit of meeting its goals. *** Pipistrel Around-The-World-Flight Successful Congratulations to Matevz Lenarcic and the Pipistrel Team for his amazing journey in the Virus SW 914 Turbo, "in the most demanding possible way!" as the official Pipistrel release notes.

*** Noteworthy stats: part of that "demanding way" included 62,000 miles total, and making the entire journey west to east. *** Matevz flew the Rotax 914 Turbo-powered two-seater across both the Atlantic and the Pacific Oceans, the Indian Ocean and over Mt. Everest just for grins. The entire flight went through all climate zones between Antarctica and the equatorial latitudes.   *** The only major setback was an encounter with severe turbulence, the worst the seasoned pilot had ever encountered, he said, that required a team from Pipistrel to fly to the Outback and make an in-the-field composite repair of an airframe crack before the journey could continue. Even then, the repair only took four days. *** Toasting glasses held high for Matevz, company founder and leader Ivo Boscarol and all of Team Pipistrel for the impressive achievement.

As Aero 2012 moves toward a conclusion our wandering reporter updates you on several more attractive aircraft. All photos by Dave Unwin —DJ ||||

Having already decided that the Cicare Spirit was pretty minimalist as far as helicopters go, you may imagine my surprise when I saw an even more minimalist machine! This was the Hungarian Hungarocopter, which took helicopter minimalism to an entirely new level! Powered by either a 136- or 165-horsepower Subaru, and with a gross weight of 992 pounds, it definitely looked like flying it would be a bit of a thrill! *** As usual the show featured a fair few curiosities, and my interest was piqued when I spotted a machine that looked very much like a Cessna, with "Skylane" on the tail. As it quite clearly wasn't a Skylane (being nowhere near big enough) I investigated further and discovered that it was a new-ish German ultralight powered by an 80-horsepower Rotax. If anything, it looked very much like a C-152 fitted with gull-wing doors, and I couldn't help but wonder if Cessna's lawyers aren't already taking a look at both the design and the name. *** Talking of Cessna, despite all the stories about prospective European purchasers of the Skycatcher being offered their deposits back, I couldn't help but notice a D-registered Skycatcher on display on the German Cessna dealer's stand. Confused? I was, too! *** Another new aircraft for Aero 2012 was the Redbird from Italian company Oma Sud. Powered by a 100-horsepower 912S and fitted with an electric variable-pitch propeller, this sleek-looking two seater is primarily of composite construction, and features a low wing and a forward hinged canopy. *** I was quite taken with the Ekolot JK05L Junior. Looking vaguely reminiscent of the venerable Bolkow Junior, it has a gross weight of 1,040 pounds, is powered by an 80-horsepower Rotax 912, and cruises at about 100 knots. The double center stick was especially interesting, as even the flaps are controlled via buttons on the pilot's stick-top. *** An aircraft with a very shapely wing was the Ellipse Spirit. Available in various weights and categories, with a choice of fixed or retractable gear, two different wing spans and eight different engines, this very smart side-by-side two seater boasts a maximum cruise speed (in the short-span retractable) of 150 knots, and a climb rate of over 1,400 fpm yet a stall speed of only 32 knots. Fixed slots in the leading edge clearly help the slow-speed handling, and I must say I'd very much like to test both its high and low-speed performance! *** Czech company Skyleader had its full range on show — from the single seat 100 model (photo) to the 580 kilogram 500 and 600 kilogram (1,320 pound) 600. The single-seater uses either the 50-horsepower Rotax 503 or 65-horsepower 582, and has a gross weight of 693 pounds. Skyleaders two-seater models also use Rotax, ranging from the 80-horsepower 912 to the turbocharged 115-horsepower 914 Turbo. Although Skyleader has traditionally made low-wing aircraft of metal construction, it is also working on a high-wing carbon-composite side-by-side two seater. Aimed primarily at the flight training market, it is powered by an 80-horsepower 912 which spins a three-blade ground-adjustable prop. More tomorrow, the final day of Aero 2012!