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...a web log of developments in Sport Pilot/Light-Sport Aircraft
Bulldog Autogyro Revives a Rich, Stylish History
By Dan Johnson, April 17, 2015

Developer Barry Jones poses alongside his distinctive Bulldog Autogyro.
In the eleven magical halls of Aero, airplanes are packed into every nook and cranny. Because of the focus of, most of my time was spent in the "B" halls where B-1 through B-4 are exclusively the realm of light aircraft ... a few kits but primarily ready-to-fly aircraft in a variety of descriptions. These include fixed wings and amphibians, gyrocopters, weight shift trikes, and even a few drones plus all manner of components like props, wheels, emergency parachutes, and more. About the only categories missing from the LSA segment of aviation are powered parachutes or airships.

A few light aircraft are located in the "A" halls, partly due to available space being taken in the "B" halls and possibly as those vendors prefer to be on the GA side of the event. Most of the avionics, headset, and traditional aircraft companies are in the "A" side and some light aircraft manufacturers may see those buyers as their primary market. This is especially true for more costly aircraft or those that exceed the U.S. LSA category by virtue of having retractable landing gear and in-flight adjustable props.

To cover everything in the light space I made my way around all the halls. Via numerous conversations I was encouraged to visit the exhibit of a radial-engined autogyro. I had my doubts because this seemed outside my usual focus and interest. However, once I came upon Bulldog Autogyro's distinctive and artful display, I realized this was an attraction that easily drew the eye. Perhaps you will find it as fascinating as did I.

Let's clarify. This is not Auto Gyro, the largest producer of modern gyroplanes. Neither is Bulldog a conventional gyroplane. It is an autogyro, meaning the classic taildragging, engine-in-front, more conventional airplane-looking, rotary-winged aircraft. One of the most well-known autogyros is the Pitcairn, a version that uses stubby conventional wings in addition to rotor blades. Bulldog further breaks the mold using no fixed wings.

Why pursue such a project in a age when we have many handsome gyroplanes? A proud Brit', developer and company leader Barry Jones (seen in top photo) expressed his original goal, "For those that wish to own an aircraft of magnificent beauty, our Bulldog Autogyro pays homage to decades of British aircraft design and the iconic elegance of yesteryear."

A very interesting and well-spoken fellow, Barry is a longtime military helicopter pilot who is well aware of modern gyroplanes but saw a niche and a way to show his pride in the rich tradition of British aviation. After leaving the military, he sought to pursue his dream and has done so with a panache and style not commonly seen in aviation. He chose a big round engine mounted in front of a sleek composite fuselage with a fashionable interior ending in an arcing rotor mast.

Why create such a graceful curved mast? Is it yet another feature to distinguish this unique aircraft. Yes and no. No, in that it is not just art, though it has that quality. Yes, in that it has real merit from a safety standpoint. Barry observed, "All helicopters and autogyros with tail sections to position a tail rotor or rudder to the rear of the aircraft can suffer from incidents when a rotor blade strikes the tail section. Through the Bulldog's design, we have been able to completely remove this threat to pilots."

Barry Jones' concept is a machine one flies for the sheer joy of it. Going fast is not the objective, a reason he selected wide chord rotor blades among other design decisions. His mission to preserve an period of aviation history in a modernized aircraft should attract discerning buyers. I overheard some fellow journalists saying this was an airplane for classic car enthusiast types and that may be a fair characterization. Barry isn't expecting to make thousands of these but he is expecting to make an impression on his buyers. He certainly made an impression on me and many others that often crowded around the airplane.

For a first build, Bulldog Autogyro as displayed at Aero 2015 looked terrific. Most prototypes are not so well finished. Barry has engaged several premium vendors such as a Formula I race car producer to help with the composite and a professional designer to create a fine vintage leather interior.

Barry expects to fly the Bulldog Autogyro in July 2015, just about as EAA AirVenture Oshkosh is beginning. I promised to keep watching and after he has some flying footage we may combine some of those scenes with the video interview I shot with him at Aero. Watch for it.

Radial Engine Specifications:

  • Engine Manufacturer — Rotec Radial Engines
  • Configuration — 9 Cylinder Four Stroke Radial Engine of 3600 cc displacement
  • Rated Power — 150 horsepower @ 3600 rpm
  • Recommended Fuel — 100LL Avgas or High Octane Mogas
  • Fuel Consumption — 27 liters per hour or 7.13 gallons per hour
  • Configuration — Air cooled (no radiator); Dual ignition with dual spark plugs

Exciting Development Projects at Aero 2015
By Dan Johnson, April 16, 2015

Aero is such an interesting event for many reasons. Among the most significant of these are the large number of aircraft introductions or the newest development projects one discovers in the vast gymnasium-sized halls ... eleven of them in total. It can be hard to cover all the square meters, which although not as enormous as giant outdoor American shows, are nonetheless so packed with aircraft that one gets sensory overload before you've seen them all.

The world premiere of BlackWing was such a project. Here is the first light aircraft I've seen from Sweden; others may exist but I'm not aware of them. This sleek speedster uses the ubiquitous Rotax 912 to achieve what they state as stunning speeds up to 400 kilometers per hour (250 mph or 217 knots) and this from only 100 horsepower! Of course, this won't work as a Light-Sport Aircraft but BlackWing is LSA in size and concept other than its blazing speed. She's lovely and steadily drew a crowd.

Across the way — the convention center housing Aero is two rows of giant halls, an "A" and "B" side — was the equally speedy Swiss airplane called Risen. Later we hope to put up a video interview I did with developer and company chief Alberto Porto. Risen is also aimed at the European microlight market that allows qualities not permitted on a U.S. Light-Sport. As Alberto explained, designers must achieve a maximum stall speed while keeping weight within the 472.5 kilogram limit (1,040 pounds), which number includes an airframe parachute that nearly all have because they are required in Germany.

Risen has the works all as standard equipment Alberto described: retractable gear, in-flight adjustable prop, power-opening canopy, a brilliant implementation of Fowler flaps that seem to extend forever, 48-inch-wide cockpit, three-screen Dynon SkyView, autopilot, all carbon fiber, emergency parachute, luxury interior, and I'm surely leaving something unsaid. Of course, you can expect to pay for all this, to the tune of about 200,000 euros. Yet if you want maxed out performance for the class, Risen maybe it.

Pipistrel made its usual splash showing their WattsUp electric powered trainer model, now renamed Alpha Electro conforming to the naming convention used on their previously electric Taurus Electro motorglider. Alpha was introduced as their low-priced entry as we saw in the USA a few years back. Now, they've installed an electric motor and easily-removed batteries in the compartment that otherwise holds the Rotax 912 they use on most other models and on gasoline-powered Alphas.

The Alpha Electro concept is that you fly basic flight training at or near the home field. It can make about an hour's flying on the batteries of today, but those cells can recharge in 45 minutes, plus a very wide prop aids regeneration of the batteries as you descend for landing with the now windmilling prop pushing charge back to the cells. Upon completing the training flight, a technician replaces one set of batteries with another and back up the airplane can go. Pricing is about 120,000 euros so flight schools may see merit to using electric power for instructional flights. On a video my journalist friend James Lawrence talks about his planned travel to check out this capability. Watch for it later.

Alpha Electro is here now, but I found another electric airplane project that I was tempted to pass by as merely a concept that might go nowhere. However, it was simply too impressive so I spent some time talking with principal developer and current airline pilot, David De Ridder. He and his team have formed Green Tech to develop Ypselon. My visual fascination with the project stopped me, but it was David's reasonable, honest-sounding approach that drew me in fully. He's not blowing smoke about when this can happen, giving dates of 2017 and 2019 for finalized development and reaching the market.

Like Alpha Electro, Ypselon is an electric pure play but unlike the Electro's training mission, Ypselon is aimed at the recreational user who wants a performer. Seating is tandem with even the aft seat occupant able to see down in front of the wing. Using electric power, a rear prop doesn't need a driveshaft as from a gas engine so the design can be incredibly clean. Though it will be some time before we see more, David says he has funding to proceed and as I've long maintained, the most exciting electric-powered aircraft are coming from the light end of aviation where they are possible today. I'll keep an eye on this one!

Going even further into the fuzzy future, I discovered another "wow" project from ScaleWings. If that name sounds vaguely familiar to you it may be because you remember the mind-boggling FK-51 project reported earlier (video) that makes a highly authentic P-51 lookalike that can fit both European microlight or U.S. LSA categories. Indeed, Hansen Air Group is awaiting their own FK-51; it won't be available by Sun 'n Fun, but look for it at Oshkosh and prepare to spend serious time looking over this amazing production.

Since that aircraft is coming to reality, the flying car project the ScaleWings designer showed at Aero caught my attention. One problem I have with most roadable aircraft is that they must leave their folded wings still exposed to road rash while in auto mode. That worries many folks so when I saw the ScaleWings SW91 Aeros project I got it. This surprising project employs six rotors four of which pivot back inside the car body for road use, thus no wings are exposed to that dump truck with its load of rocks. It seems pretty far out and may never get to market but the idea is certainly intriguing.

Beringer's final version Anti-Ground Loop Tail Wheel is available in two sizes.
Back down to Earth comes the final form of Beringer's Anti-Ground Loop tailwheel concept. I've written about this earlier and it is a superbly simple way for a pilot to avoid the dreaded situation of the tail wanting to get sideways during landing (if you do not keep the rudder moving to hold the taildragger straight enough). The idea was correct before but now the company — celebrating its 30th anniversary this year — displayed the final version in two sizes.

I shot a video with Beringer front person Claire Beringer at Aero and we'll hope to get that up in the future, but the final iteration is even more elegant than the original solution. They've now completed their typically gorgeous hardware to make the tailwheel a cantilevered construction (photo). This company has made inroads throughout the aviation spectrum from LSA to Cirrus and beyond. If you love the idea of taildragger flying but feared the ground looping potential, Beringer's AGL Tail Wheel can relieve your concern while yet preserving the ability to pivot around within a wingspan, through a cockpit control that unlocks the tailwheel for full swiveling but holding it to a small motion for takeoff and landing. Good job, Beringer!

First Flight of Flight Design's Four Seat C4
By Dan Johnson, April 15, 2015

Aero 2015 is open! The halls are full of shiny airplanes displayed with the usual European sense of style and panache. Visitors are backed up at the entry gates awaiting the official opening time. (We sneaky media journalists are allowed in earlier to get photos and begin interviews with vendors.) It is a great event, for Europe and for aviation.

I already have some airplanes in mind for reporting, both brand-new designs and the sort you never see in the USA. I will aim to prepare coverage of some of them and report as soon as time permits. Yet first, I want to talk about a project that is equally exciting.

I refer to the Flight Design project aimed at the general aviation world, that is, of airplanes with more seats than allowed in the LSA space ... in addition to more speed, more weight, and other capabilities. I have mentioned the C4 but in this article I have more for you. As noted in earlier articles, although C4 is not a Light-Sport or light kit, it is created by a company that earned built its brand in the LSA space so I consider it relevant for readers. It's also expected to be (relatively) affordable, so it fits that way as well.

On April 9th, Flight Design flew their C4 that has been in development since 2008. After a period of discussions, preliminary engineering studies, and the beginning of CAD work to create this new machine, C4 began to take shape in about 2011. While the company once thought it could fly in 2014, they got involved with a "safety box" project (basically, "crush zone" engineering for airplanes as we've seen in automobiles for years) and this worthy diversion swallowed some of the time intended to put C4 in the air. The company backed up and took another run, more recently promising to get airborne before the Aero 2015 show ... and they achieved their goal, with about four days to spare.

"C4 really performed as expected," reported Tom Peghiny, President of Flight Design USA, importer of the German company's products and test flight director for the C4 development. For the 55-minute flight, Peghiny flew alongside the C4 non-conforming prototype in a Cessna 172 chase plane. "It appeared and test pilot Damian Hischier confirmed that the C4 is stable about all axes."

Hischier also reported, "The spiral stability of C4 is good and its directional stability is good." While noting that engine operating temperatures were acceptable he acknowledged that further work may be necessary for operations in the hottest climates. "But don't change a thing aerodynamically," Hischier said supportively. Engine temperatures will be remedied primarily with cowl changes focused on cooling, yet Flight Design is pleased with the Continental IO-360-AF engine that performed very well.

all photos and video courtesy of Flight Design

"Flight Design engineers can work on reducing some friction in the controls," Hischier noted, "but leave the rest alone." Most prototype airplanes go through refinements after the initial flight verifications even while most of the group working to achieve the first flight were pleased that the new airplane performed so well.

"We observed the C4 accelerate away from the C-172 chase plane during simulated approaches to landing and in simulated go-arounds," commented Peghiny, observing from the Cessna. "I could also see that during the 30 degree bank turns the test pilot needed no control correction and he reported that pitch forces were light," added Peghiny. "The plane appeared to be on rails, it looked very stable. Damian said he was comfortable getting close to us for the photos and videos shot during the maiden flight." On board avionics are supplied by Garmin with the G3X Touch augmented with TSO analog instruments. Garmin has become a vital partner to Flight Design as C4 moves forward.

"Very few first flights proceed through the entire test card," explained flight director Peghiny. "Yet we completed all of the points permitted under the EASA-established Flight Conditions as specified in our initial Permit to Fly authorization."

Flight Design C4 First Flight Preliminary Data & Impressions:

  • Fight Configuration — Flaps set at 10 degrees for entire flight and speed limited to 105 knots
  • Maneuvers Performed — Max 30 degrees bank; approach to stalls, power off; approach to landing with go-arounds
  • Observed Flight Qualities, Stability — Good directional and spiral stability
  • Observed Flight Qualities, Handling — Good overall harmony and characteristics
  • Observed Flight Qualities, Other — Easy to takeoff and land; low noise; engine temps acceptable
  • General Performance — Very good compared to Cessna 172, even with 10 degrees flaps

In this short (80-second) video you can see a few scenes from C4's first flight, compliments of Flight Design and shot by Tom Peghiny:

First Glimpses of Aero’s Interesting Aircraft
By Dan Johnson, April 14, 2015

Though looking rather lonely in a nearly-empty immense hall — one of several at Aero — the Van's Aircraft display appears all ready, days before opening.
The great halls of Aero are beginning to be populated with aircraft, even as most of the gymnasium-sized spaces remain significantly empty. It was only Monday and the show does not open until Wednesday, so with common airshow nonchalance ... "Oh, plenty of time remains." After being an airshow regular for more years than I care to count — several decades' worth — the situation is par for the course. Even the night before a show opens, the exhibit area appears in a state of pandemonium. Year after year, I can see no way it could all come together in time for the first day when the entry gates are unlocked, yet when the sun rises on opening day, sure enough, nearly everything seems in place, people are streaming in, vendors are dressed in airshow logowear and are ready to talk airplanes or flying gear. It never ceases to amaze me.

So, with a whole two days yet remaining, Aero's nearly empty halls are not a major surprise. Airplanes will be trailered or hand towed into position, displays will be finished, literature will be set out for the taking (at least for those that haven't gone virtual with electronic-only "hand-outs," as is becoming increasingly common), the protected plastic sheeting will be removed from the carpets, and visitors will never know the chaos that reigned only hours before. The magic of airshows is about to begin again.

The following photos were taken of airplanes already in position. Their show mates will soon surround them but for a Monday, these images grabbed my attention either for their distinctive features or their eye-catching paint jobs. Enjoy!

One final component of the pre-airshow rush are those airplanes that are latter stages of development, some completed barely enough to be made ready for display to show futuristic concepts and others nearer to production as defined by their maiden voyage aloft.

One of the latter was the Flight Design four seat, to-be-certified C4 (see bottom photo) ... from the company that still leads the fleet with more LSA flying than any other producer (their CT series).

Posing proudly for my camera in their casual set-up garb, later to be replaced with business suits and such, the Flight Design team was carefully positioning their non-conforming prototype C4 that had just taken its first flight a few days before following years of planning, fabrication, assembly, and careful preflighting. This is no mockup; it is the real flying machine. I'll have more about this and other developments as the show blossoms into mature airshow stage with immense hall after hall full of airplanes and flight hardware and software of every description. Aero is one of Europe's largest aviation events and always finds a way to be interesting and relevant. I am sure 2015 will prove to be no different but the only way you will know is to attend or click back for more details day after day.

Atol LSA Seaplane Makes Maiden Flight
By Dan Johnson, April 13, 2015

First flight for the renewed and upgraded Atol LSA seaplane! all photos courtesy Atol Avion
"This was my best birthday present. All went well with no surprises," reported an excited Anssi Rekual, sales manager and front man for the Finland-based builder of the LSA seaplane called Atol. An airline pilot today, Anssi added, "I have only one year to go with Finnair and then I can focus fully on Atol."

The head of design and company CEO, Markku Koivurova flew for 26 minutes and reported that aircraft was easy and convenient to fly and everything worked normally. Approach to stall and slow flight characteristics were tested on Atol registered in Finland as OH-XNA followed by a perfect landing. Markku flew at Rovaniemi international airport (EFRO) at the Arctic Circle.

Speaking on behalf of the Atol team, Anssi was relating news that the reborn Atol took its maiden flight on Tuesday, April 9, 2015, just in time for the company to have significant bragging rights at the German Aero Friedrichshafen show set to open in two more days. I am already present at the convention hall attending ASTM meetings that occur before the show opens.

Congratulations to Anssi and his team from Atol Aviation, Ltd.!

Earlier Atol completed its water testing without taking flight.
I use the term "reborn" because Atol is not a new design, unlike several other exiting new LSA seaplanes in various stages of development. In 1984, designer Markku Koivurova started development of Atol, then a wood composite amphibious aircraft. The original model's first flight happened 27 years ago in August of 1988 in Rovaniemi, Finland. The first flight on water was achieved a few months later off nearby Lake Norvajärvi on October 20th.

Martekno Finland, Ltd., began production of the original model in 1990 and the first deliveries were made in 1991.

Leap forward twenty years to 2011, Atol AvionAtol Avion, Ltd., was established. Anssi explained, "I contacted Markku then and talked him into restarting the business. It took four years to complete the design changes, build a prototype and redo all drawings after completing fresh calculations needed for certificates." He explained that Atol Avion is a small group with modest funding. "We have on average three hired staff and mostly just our own savings to use."

The refreshed group began building a new prototype with a longer fuselage and numerous other changes. "The manufacturing technology of the structure and systems and the level of aircraft finish has been further improved," Anssi related. "Design of the engine cowling and fuselage extension has been refined. The nose, canopy and upper fuselage are redesigned for optimal aerodynamics and to reduce twirling in the tail." Admirably, and despite all the recent changes made to the refreshed design, Atol Avion promised to continue to support Atol aircraft manufactured by the first Martekno organization.

Preparing for flight at dawn near the Arctic Circle.
That pioneering Atol model was and is sold in Europe as a ultralight or microlight kit with a gross weight of 495 kilograms or 1,090 pounds. Now conforming to the ASTM standards using the 1,430 pound (650 kg) weight for seaplanes, Anssi said, "Our Atol 650 LSA is converted from Markku's original by extending the fuselage by a meter and redesigning cockpit area and engine installation. Basic material is still wood composite but fibers, including carbon fiber, has been used also and all details have been updated."

Find a full description and specifications for the revised and upgraded Atol here.

Atol Avion reports that they have also sold three planes and will deliver those to clients this summer. "We have also confirmed a financial program that enables us to now totally focus on assembly," Anssi wrote. Tapping into modern social media methods, he continued, "We are opening a crowdfunding process to finance our production, so all aviators and wannabes can buy a share or two of Atol Avion, Ltd." He said the company will add more about the fund raising effort on their homepage soon!

Just in time for popular European show, Anssi communicated, "We got our first Atol Mobile Hangar trailer and are packing the aircraft in it and will soon begin our trip to Friedrichafen!"

Packed in the Atol Mobile Hangar, the team begins the drive to the Aero show in southern Germany.
Ever the gentleman, Anssi asked to give credit where due. "Our technical office team is composed of two Bachelors of Science degree holders with majors in aeronautical engineering plus two students. They made huge progress with certifications and establishing connections with EASA, FAA and Trafi (Finnish aviation authorities). We have been lucky to also have a group of great aviators who have given their expertise and knowledge without compensation" He was quick to add, "Not to forget two great ladies, Sinikka Koivurova and Pia Rekula have backed us and allowed all late nights to be spent to finish Atol 650."

Atol 650 is presently en route to Friedrichafen, Germany in the far south border of the country where visitors can see the freshly flown aircraft.

Dynon’s “Pocket” EFIS Now Has a Lower Price
By Dan Johnson, April 11, 2015

If you love Light-Sport Aircraft or light kit aircraft, odds are you love Dynon Avionics. This company, almost single-handedly, changed the game of glass cockpits for airplanes that cost a a fraction of most new general aviation aircraft. The company has acted like a Silicon Valley tech company meaning that it moves at Internet speed. Other avionics companies have been challenged to keep up with the Dynon dynamo.

Based in Woodinville, Washington, Dynon Avionics began business in January of 2000 with the development of the D10 EFIS, which began shipping in March 2003 to a warm reception. One of the cool early installations of a D10 system was on the Space Ship One, the first private aircraft to reach outer space. The company was founded John Torode, a former tech executive and a pilot who keeps a couple seaplanes docked in front of his home on Lake Washington.

As so often happens in the field of electronics, Dynon's nifty little "pocket" EFIS, has taken a price tumble. Better stuff; lower price ... what's not to keep loving about Dynon?

Officially name D2 Pocket Panel Portable EFIS, the wee — one inch thick by three and a half inch — mini-glass panel comes with WiFi and a G-meter. List price drops to $1,095 from $1,495, a 27% discount that will allow more pilots to, as Dynon put it, "add a modern, affordable backup safety device to supplement their often unreliable legacy certified instrumentation."

"D2 is the only self-contained attitude indicator that is truly portable," said Michael Schofield, Dynon's marketing manager. D2 features the same AHRS (attitude heading reference system) system as their larger-screen Dynon SkyView EFIS used in so many LSA and kit aircraft. "An internal receiver provides GPS ground speed, altitude, vertical speed, and ground track," Mike said, and "a G-meter display page shows a graphical round dial with the current G-load factor indicated by a needle." D2 also records and displays the minimum and maximum Gs since being reset by the pilot.

Here's another interesting feature of this tiny gizmo: D2's WiFi delivers attitude, ground speed, altitude, Gs, and ground track to iPads and Android tablets, all in real time. Apps such as WingX Pro7, Seattle Avionics FlyQ, iHUD Remote, and Air Navigation Pro can show such info on compatible devices, according to Dynon.

Installing D2 demands no tools, important for operators of Type Certified GA aircraft that cannot bolt stuff on without FAA approval. Stick it to a window by suction cup or clamp it into a vacant panel hole formerly occupied by an analog dial. D2 has an internal, rechargeable lithium-ion battery lasting 4-8 hours in typical use, the company said.

For those with the glorious SkyView panel-mount glass in one of two sizes, Dynon said a SkyView 12.2 software update will release in late April. The upgraded software will include fresh code for SkyView's SV-XPNDR-261 transponder, adding support for the ADS-B+ data format required to use the Garmin GTN and GNS (WAAS versions) IFR navigators as a GPS position source for FAA 2020 ADS-B mandate compliance credit.

Spy Cam’ Catches Flight Design C4 in Taxi Test
By Dan Johnson, April 10, 2015

Flight Design's nearly-ready-for-flight four seat C4 seen in taxi testing.
We are heading into a weekend with a couple wonderful airshows immediately ahead. The dry spell since Sebring is over and Aero Friedrichshafen in Germany starts next week — preceded by meetings of the ASTM committee that writes the LSA standards. A couple days after Aero ends, Sun 'n Fun starts. Whew! This is a tight schedule but what could be more enjoyable than going to airshows and finding lots of new airplanes about which to write and shoot new videos. I hope you'll click back regularly to see the latest.

Meanwhile I have some fun bits of news to report here. Perhaps the best is that we obtained "spy photos" of Flight Design taxi testing their C4 in anticipating of their first flight (more below). Plus, Van's Aircraft, the world's largest producer of kit aircraft, set a new record. Let's get started.

Flight Design has been at work on their four seater C4 for several years and it is finally nearing conclusion. We expect to have news of the first flight very soon. The aircraft is a spacious four seater with three doors, the aft of which was planned to be a rear-hinging door. Sometimes called a "coach door" the configuration should make for much easier entry to the rear seat, however, for safety the aft door cannot be opened without opening the front door. Performance is expected to substantially exceed a Cessna 172 while using less fuel and selling for $150,000 less than a new Skyhawk. C4 is powered by Continental Motor's newly certified IO-360-AF, and alternative fuel engine.

AeroJones President Jones Chen (L) shown with Flight Design GmbH CEO, Matthias Betsch (C) and Flight Design USA President, Tom Peghiny (R).
Flight Design was recently in the news for their new factory in China that is currently preparing to build CTLS Light-Sport Aircraft. They are currently working with the CAAC (China's FAA) to obtain what is called Type Design Approval (TDA).

"Now that AeroJones has completed building four prototypes culminating in a fully conforming article, they can begin the effort for serial production," explained Christian Wenger, a director of Flight Design in Germany. He added, "AeroJones's manufacturing work builds on an organization foundation by Daniel Guenther and Andrey Yavniy of Flight Design. "Andrey was the man who doubled Ukraine production [of CT LSA] during 2005 to 2007 with more than 250 aircraft delivered in 2007."

"AeroJones parent company GSEO, based in Taiwan, has worked in China for 20 years building high-tech optical products," said Flight Design CEO Matthias Betsch. "GSEO customers are known as very demanding buyers who go to great lengths to assure vendors match design quality. GSEO President Jones Chen brought his experience and his passion for aviation into AeroJones."

"In cooperation with the province of Jiangsu, AeroJones is breaking ground on a 250,000 square foot, brand-new production facility based in Changzhou," added Betsch. AeroJones will produce airframes for the Light-Sport CTLS as well as Flight Design's four seat C4.

Now, for something completely different ... Just today Van's Aircraft reported a first-flight report from Mr. Thomas Damm, of Billund, Denmark. "Thomas' RV-8 became the 9,000th RV kit to be completed and flown by a customer," exclaimed Van's.

"Mr. Damm bought the barely-started kit from a close friend and completed it over a span of nine years." Thomas flies airlines for Scandinavian SAS and made his first flight on April 8, 2015. "On the first flight I saw 170 knots at 5,000 feet at [less than full power]. You guys produce great airplane kits," Tom wrote to Van's Aircraft.

The folks in Van's Aircraft's engineering department, obviously very pleased by reaching this benchmark, assembled a few of what they called "thought pictures." They noted that assuming an average wingspan of 27 feet with no gaps, 9,000 RV aircraft parked wingtip to wingtip would form a line of aircraft 46 miles long ... and, a rectangular grid of airplanes would be roughly 2,788 feet by 2,362 feet that, with a couple inches of space between wingtips, would cover about 151 acres ... and, assuming an average of 180 horsepower per RV, the total fleet of 9,000 aircraft would generate 1,620,000 horsepower.

That should power you through the weekend.

BREAKING NEWS! — On April 9th, Flight Design successfully flew their C4 in a 40-minute initial flight that reportedly went very well, with the C4 at reduced throttle outrunning a Cessna 172 chase plane at full throttle. I'll have more as soon as the company releases it. Congratulations to the whole Flight Design team!

Glasair’s Merlin LSA Takes First Flight
By Dan Johnson, April 9, 2015

What an amazing day! I heard of — count 'em — no less than three first flights. I don't ever recall getting that kind of news in such a batch, but hooray! More airplanes to report on and more for customers to consider for their flying enjoyment. First up is the Glasair Merlin. I looked at the mockup of this new design at AirVenture 2014 (see video) and now she's flying.

Glasair Aviation announced that their new Light-Sport Aircraft entry named Merlin "took its first flight through the skies above Arlington Municipal Airport Tuesday, April 7, 2015." After many months of development work, the company put the new two seater through a regimen of preflight validation testing that included engine run-up, high-speed taxi, and ground roll lift off. Having completed this important set of tasks the team at Glasair watched as Merlin departed the surface with test pilot Grant Smith at the controls. Merlin's first flight lasted 57 minutes. Grant put the plane through a full test flight profile covering engine reliability, flight control characteristic exploration and conducting standard flight maneuvers.

"While nothing can replace the sheer wonder of witnessing the birth of a child, the introduction and maiden flight of a new airplane design is a close second," said Glasair Development Manager Ted Setzer. Also observing Merlin's first flight was Glasair Aviation engineer, Chuck Hautamaki, and the Glasair Aviation team (photo). "Flight testing will continue throughout the coming weeks," the company said.

Merlin is a composite high-wing, tricycle gear aircraft designed to gain FAA acceptance based upon ASTM standards. Using a Rotax 912iS engine with Dynon's Skyview glass-panel avionics, Glasair designed Merlin to adapt an optional BRS parachute system. The SLSA will also be the company's first FAA-approved aircraft; it does not require kit assembly as do all other Glasair designs.

"Our goal was to design an LSA with exceptional flying characteristics, performance, great visibility, aesthetically pleasing lines with easy access," said Chuck Hautamaki. Merlin's cockpit is a 45 inches wide with side-by-side seating. As I saw in the mockup visibility forward and to the side is very good. "Merlin has one of the largest windshields in the entire LSA fleet," said Glasair.

Pictured L-R: Jarrett Speith, Coby Young, Ted Setzer, Chuck Hautamaki, and Harol Rosales. all photos courtesy Glasair Aviation
"Merlin LSA fits perfectly into our product line, rounding out a rich history of successful product launches that started in 1980 with the revolutionary Glasair," said Ted Setzer. More recently, Glasair has brought Sportsman and Sportsman Diesel to join the original Glasair speedster. The company was founded in 1979 as Stoddard-Hamilton Aircraft and has been a world leader in kit-plane manufacturing for 35 years. The company was acquired in 2012 by Hanxing Group based in Jilin City, Jilin Province, China.

Congratulations to Glasair's whole team for getting Merlin airborne in a few months of work since we saw her first debuted as a mockup at Oshkosh last year.

Readers will want to return soon as I report two more important first flights. I bet you can't guess what they are but you will know very soon.

To read SPLOG postings going back to 2005 -- all organized in chronological order -- click SPLOG.




Hansen Air Group represents recognized brands in the LSA
space: FK Lightplanes and their distinctive biplane Comet, FK9, and FK51 plus the great-flying Magnaghi Sky Arrow. Based in Atlanta, Georgia Hansen Air Group is an experienced player in the LSA space.
Multiple LSA

Corbi Air represents the Made-for-Americans Direct Fly Alto 100. Created in the Czech Republic, Alto 100 was upgraded for USA sales and the result is a comfortable, handsome low wing, all-metal LSA with features you want.

Vickers Aircraft has created one of the most distinctive new LSA seaplanes yet to emerge.Powered by the 180-horsepower
Lycoming O-360, their Wave model is like no other seaplane ever introduced with multiple features to set it apart from the crowd.

Evektor is Number One and always will be. The Czech company's SportStar was the number one SLSA to win approval but engineers have steadily improved the model far beyond that 2005 version that started the race.

Flight Design USA imports CT, the top selling Light-Sport Aircraft. CT is a 98% carbon fiber design
with superb performance, roomy cockpit, great useful load, and a parachute as standard equipment ... the market leader for 10 years!

Tecnam is the world's leading manufacturer of Light-Sport aircraft offering more models and variations than any other producer. Besides the world's fastest-selling light twin and their new P2010 four seater, Tecnam offers these LSA: P-92 Eaglet, Astore, and P2008.
Many Light-Sport Aircraft & General Aviation models

BushCat is the distinctive Light-Sport Aircraft within reach of almost any budget. With a solid heritage BushCat by SkyReach is fun, capable, and available as a kit, fully-built SLSA or ELSA.

North Wing is America's leading manufacturer of weight shift LSA and Part 103 ultralight trikes. The company's wing designs are so good that most other trike manufacturers use them. Aircraft prices are highly affordable by all.

X-Air brings a return to reasonably priced Light-Sport Aircraft, with a ready-to-fly flying machine you can purchase for a genuinely low price. No new arrival, X-Air has a rich history in light aviation.

The Airplane Factory (TAF) produces the Sling series of world-circling aircraft (literally) and now this fine-flying, all-metal beauty is available in the United States as a Special Light-Sport Aircraft. Here is an LSA to follow.

Aero Adventure offers what is likely the lowest cost boat-hull seaplane in the light aircraft space with a kit that, complete with engine, sells for less than $50,000. Add a long history to its credit and Aventura is a seaplane worthy of a close look.

Aeromarine-LSA represents an economical Part 103 ultralight that is within reach of almost any budget. For local fun flying, or for those who enjoy soaring flight Zigolo is light enough to be lifted by even the most gentle thermals.

Progressive Aerodyne designed and supplies the SeaRey series, arguably the most celebrated of all light seaplanes in America. A close community of hundreds of owners offers camaraderie few other brands can match.

SportairUSA imports the dashing and superbly-equipped StingSport S4 that has won a loyal following from American pilots. More recently, they introduced their TL-3000 high-wing LSA. SportairUSA is a full-line operation with maintenance and training, too.

Renegade Light Sport produces the sexy low wing, all composite Falcon in America. The Florida company has also established itself as the premiere installer of Lycoming’s IO-233 engine.

Kitfox is one of the world's best selling light aircraft kits with more than 5,000 delivered. With unrivaled name recognition, Kitfox is admired for crisp handling, excellent performance, easily folded wings, and more. The design is flown around the world.

Lockwood Aircraft is the builder of two of light aviation's best-recognized flying machines: AirCam and the Drifter line. Most sport aviators already know the Lockwood brand, a leader in Rotax maintenance and aircraft services.

BRM Aero manufacturers the handsome Bristell all-metal SLSA. This highly evolved, next-generation Light-Sport was carefully engineered for luxury, comfort, excellent stability, and safety while being fun, fast, and easy to fly.

U.S. Sport Aircraft Importing represents the popular SportCruiser, one of the best selling Special Light-Sport Aircraft among 130 models on the market. The Texas-headquartered importer has long represented this familiar model.

Just Aircraft has delivered more than 300 kit aircraft since 2002, but in 2012 they electrified pilots with the awesome performance of their all-new SuperSTOL. It may look extreme and performs extremely well, but it is truly docile and forgiving to fly.

Phoenix Air USA imports the beautiful Phoenix Special Light-Sport Aircraft, a performance motorglider that can cruise swiftly and serve both functions with excellent creature comfort. Given its clever wing extension design, you get two aircraft in one! turned many heads when introducing its one-of-a-kind entry to Light-Sport Aircraft seaplanes. MVP, for Most Versatile Plane, justifies that phrase by doing more than flying off water. Here’s one to examine much more closely!

Jabiru USA builds the spacious and speedy J-250 and more recently J-230 plus the training-optimized J-170, each certified as Special LSA. The Tennessee-based company also imports and services the popular Jabiru engine line.

Arion Aircraft has designed and built one of the most beautiful low wing entries in the Special LSA and kit-built aircraft sector. The all-American designed and built aircraft is priced fairly and flies wonderfully ... need you search for more?

Aerotrek Aircraft imports the A240 and A220 tricycle gear or taildragger Special Light-Sport Aircraft. A finely finished aircraft at an excellent price, Aerotrek has wide, affordable appeal.

Super Petrel LS, manufactured by Edra Aeronautica in Brazil and represented by Florida Light Sport Aviation, is a unique and highly effective LSA seaplane. A biplane design, this is well established flying boat with more than 20 years of history.

Quicksilver Aeronautics is the world's largest producer of ultralight aircraft, selling some 15,000 aircraft. The company's designs are thoroughly tested, superbly supported, and have an excellent safety record.

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Updated: April 17, 2015

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