Members - Log on
Visitors - Register Here
Become a Member ($29)
Why Be A Member?
Site Organization
Membership Charges
Download Charges
Search
Contact Us
 















SPLOG also appears in these titles:






Watch a 2011 video
about the Sebring LSA Expo.
Next Sebring LSA Expo
January 14-17, 2015.
 


Join ByDanJohnson.com's team and other light and sport aircraft enthusiasts at Aero 2015 -- 15-18 April.
 
Sun 'n Fun is home to the LSA Mall hosted by LAMA. Come visit a new location in Paradise City -- and take a FREE RIDE directly to the LSA Mall, compliments of Rotax BRP
Next Sun 'n Fun
April 21 to April 26, 2015.
 

Next Midwest LSA Expo
2014 Dates: September 4-5-6
 
New FI.R.M. List ByDanJohnson.com ... all LSA Services ... each one verified to have the airplane or expertise you seek. Click on a sponsor logo to go to their dedicated network.
 
 
 
 
 

 

Coming up next are two events: the Flying Aviation Expo, at the most popular destination for AOPA's former Summit events, Palm Springs, California. Then ... preparations are already underway for the 2015 edition of the Sebring LSA Expo.

WHAT'S AVAILABLE on ByDanJohnson.com? Most content is offered for free.
NEWS — Latest news, going back to 2005
VIDEOS — Watch hundreds of free aircraft videos
AIRCRAFT REVIEWS — Hundreds of pilot reports
SLSA LIST — Links to all Special Light-Sport Aircraft
LSA MARKET — Industry news •• Market Share charts
PLANE FINDER 2.0 — Find your perfect airplane
RESOURCES — Flight Instruction, Rental, & Maintenance
SEARCH... our database of Aircraft, Companies, News, Videos
MEMBERSHIP — Full website access for $29 a year.
Become a Member to get special features: SpecCheck, Pros & Cons and PlaneView.
THANKS so much for visiting!



...a web log of developments in Sport Pilot/Light-Sport Aircraft
Western Shows: Copperstate & Flying Aviation Expo
By Dan Johnson, October 31, 2014

Two western U.S. shows are filling the aviation calendar at the end of October. They are the last two major events of 2014. Next up will be the Sebring Expo in January 2015. While I attend the Flying Aviation Expo in Palm Springs, California, I am once again amazed that the West has never truly generated any strong aviation events. The Copperstate event is one of the most long-lived at 42 years. More on that below. Yet with California alone having more pilots and aircraft than any other U.S. state — indeed, more by itself than many countries can boast — it has long puzzled me that the trend-setting state has never birthed a great aviation trade show or expo. The biggest events remain in the eastern part of the country led by AirVenture Oshkosh and Sun 'n Fun. Even in the LSA space the stronger events are in Sebring, Florida and Mt. Vernon Illinois.

I should not leave out the 45-year-old Arlington show up in Washington state nor the Golden West event near Sacramento, California but for reasons that escape me neither has grown into the very large gatherings characterized by Oshkosh or Sun 'n Fun. Arlington inhabits a lovely location and is a fine event I've enjoyed several times. However, its timing only weeks before and geographically far from Oshkosh makes it tough to get into the schedule of many companies. Neither am I ignoring convention center extravaganzas like those produced by the National Business Aviation Association (with perhaps more exhibitors than any other aviation event) or Helicopter Aviation International but these are highly focused commercial aircraft events that have limited appeal to the general aviation enthusiast.

The 2014 Copperstate Fly-In and Expo in Casa Grande, Arizona — located approximately halfway between Phoenix and Tucson — was the 42nd year for this southwestern show. It ran the weekend before the Palm Springs show on October 23-25 at Casa Grande Airport (KCGZ). Main organizer Steve Bass wrote, "We don't have any real numbers yet but I think we matched last year's [attendance] numbers." He observed that visitor traffic was down on Saturday because of the heat at 95 degrees but added, "although we did have a full ramp." As surprising to me as anything was the display of no less than 18 weight shift trikes. While these machines once were very strong at many aviation events, their numbers have been much lower in recent years. Copperstate bills itself as "the fourth largest Fly-In in the United States." Copperstate is a very recreational aviation-oriented show out west but this year it was too close to the Flying Expo and I was unable to attend both.

So that brought me to beautiful Palm Springs, a resort town in the desert east of the Los Angeles basin. The former AOPA Summit many times came to this city first popularized by movie stars back in the day and plenty of people in and out of AOPA said this was their best location drawing the most visitors. The location a couple, three hours drive (or a one hour flight) from the massive L.A. metropolis assures organizers of plenty of nearby enthusiasts. It has also long featured a parade of planes from the main airport to the convention center. The beauty of this for attendees is that the aircraft are on streets right outside the hall and you need take no transportation to go have a look at them. Under direction of Lift Management, Flying magazine editor Robert Goyer noted in his opening keynote address and panel discussion (in which I was pleased to be a participant, waving the LSA flag) that this was the publication's first event in the 87 years that title has been publishing. I write this on opening day and the hall is filled with about 120 exhibitors. People are streaming in and I want to make the rounds and see what people think. It's already scheduled for 2015 as well. If you live in the Southwest, you should put this one on your schedule. It's time for me to get back to the show.


Touring All-American Propeller Maker Sensenich
By Dan Johnson, October 27, 2014

In Light-Sport aviation, we have many international suppliers ... of aircraft, engines, instruments, and much more to include propellers. I embrace the worldwide suppliers and don't fret about America's position. The truth is, any international supplier has to have a U.S. representative so American jobs and profits are part of that global supply chain and most aircraft built overseas have a substantial percentage of U.S.-produced components. Still, as an American, it is great to see solid U.S. companies prospering. One of those is Sensenich Propellers and last week, I took a tour of this enterprise based in Plant City, Florida (near Lakeland, where Sun 'n Fun is headquartered).

I was shown throughout the facility by President Don Rowell, a 37-year employee of Sensenich (pronounced SEN-sen-ick). He directly manages the Plant City operation since 1993, after relocating from the company's founding plant in Lancaster, Pennsylvania. Both facilities continue to operate and are divided by prop material. Lancaster makes aluminum props. Plant City makes wood and composite props. Both Sensenich facilities make only fixed pitch or ground adjustable props. Don explained this means that their primary competition is not Hartzell, as one example, as that company makes in-flight adjustable props. Instead a USA major competitor is McCauley, a division of Cessna and part of Textron. McCauley also makes constant speed props.

Similar to our recent article about Continental Motors, Sensenich has a long and rich history, starting with the prop-powered snow sled shown above. When the propeller on this early snow machine failed, the Sensenich brothers had little option but to create their own ... and a new company was eventually born. Formally established in 1932 to manufacture fixed pitch wood aircraft propellers, Sensenich added wood props for a growing fleet of airboats. Aluminum aircraft props were added in the 1950s. It wasn't until 1999 that the company added ground adjustable composite propellers for all the segments the company serves including airboat, aircraft, and UAVs.

The wood prop process starts with lamination beginning with a large machine the workers affectionately refer to as Clamposaurus (photo above). Gluing edges first, then grouping those birch boards, layers are firmly fastened together with large assembly of C-clamps and resorcinol glue as prop technicians have used for decades. Throughout the process of examining fresh lumber stock and after laminating begins each propeller goes through a 56-point inspection, to assure using only the strongest portions of the laminated boards.

Once the first steps are complete, the manufacturing procedure involves deeply experienced workers identifying the sections of boards that will work for a prop — portions with the grain patterns meeting specifications and being free of various blemishes. After marking off unacceptable areas, a worker uses plastic planform templates to outline where a prop can be milled to produce a wood prop. Once the glue is cured, it can be placed on the bed of a CNC milling machine. The finished prop on right shows a hand-formed brass leading edge that is cap screwed and riveted for erosion protection.


In this short video and after a different tool prepares the hub, a CNC machine "roughs" a wood prop, which is then skillfully carved to exactly match a set of blade shape templates.

As other photos show, the company also makes a whole line of composite props for airboats — a substantial part of the business started in 1949; being closer to where these craft are commonly used is a key reason the company opened the Plant City facility in 1994 — as well as wood and composite airplane props. Images here show the stores of finished prop blades for airboats (the wide ones), aircraft, and the aluminum prop hubs. Sensenich asked that I not shoot photos of the composite building process as they've learned some tricks and techniques that are proprietary.

Here's a fact I found amazing about those wide chord airboat props: Don explained that using the same engine, the airboat props generate 250% of the thrust of airplane props. "It takes a great deal of energy to move an airboat sometimes across dry land," Rowell clarified.

Although Sensenich employs modern engineering and contemporary CNC machinery, the process significantly depends on the experience and care of employees. Building a propeller remains very hands-on and something of an art. Yet new ways are also embraced. Like any company in an open market, Sensenich had to keep innovating to be competitive and to increase performance of their fixed pitch props. They also look for other ways to control quality and costs, such as this "candy bar machine" that is used to dispense supplies such as tape, brushes, and more. When an employ takes out more supplies the company is aware and supplier Fastenal automatically logs the use and eventually resupplies depleted items.

Sensenich is an iconic brand of propeller and an American standard. Look around at your local airport. You'll probably see many propellers that come from the company in Plant City, Florida.


Ownership Changes at Remos
By Dan Johnson, October 25, 2014

This is one of those bad news—good news stories. The bad news for Remos Aircraft is being forced to file for what Germany calls "creditor protection" and what Americans might regard as bankruptcy. Tough times for the onetime high flying company that ran full page ads in America's largest aviation magazines. The good news is that this is not the end of the story. A few weeks ago I heard through sources in Europe that Remos was filing documents to go out of business. In this case, the rumors turned out to be correct. However, shortly after the old company filed documents, a white knight stepped in to revive the company. This happened once before but this time the change of ownership has the experience of its predecessors. Remos AG is now emerging as the successor to Remos Aircraft GmbH Flugzeugbau. The company remains quartered in Pasewalk, located an hour's drive northeast of Berlin.

According to the company, "Michael Bauer, CEO of Remos, was forced to file for creditor protection at the end of July 2014." Under the supervision of administrator Dr. Christoph Morgen of Brinkmann & Partner of Hamburg a search for new investors was initiated. "This investment process has now been successfully concluded," noted Remos. The business was taken over by a German investor named Andreas Heeschen. You probably don't know that name but the new owner is also majority shareholder at a brand you might know: Heckler & Koch, one of the world's leading manufacturers of pistols, machine pistols, assault rifles, precision rifles, and machine guns with more than $250 million in annual revenues and 700 employees. Remos AG is not part of Heckler & Koch, however, and will operate as a stand-alone enterprise. "The Remos team remains unchanged," the revived company indicated, "and will now focus on the key tasks of developing, engineering and manufacturing high class and superb [European] ultralight and LSA aircraft."

Remos AG is assuming full support of the aircraft series including Remos G3 and GX. New aircraft are again available and spare parts will be shipped soon. Remos GX is manufactured in several versions including GXeLITE, GXnXES, GXULTIMATE and GXPERSONAL. For American customers, the appropriate LSA model is the GXnXES. Remos continues to manufacture composite parts for its aircraft and performs similar work for other customers. The company also reports doing service and repairs with modifications performed on other brands of customer aircraft at its northern Germany facilities. Those interested to learn more about Remos AG can visit their website or send email.

My thanks to German BRS representative Frank Miklis for alerting me to this news.


Touring Aviation Stalwart Continental Motors
By Dan Johnson, October 21, 2014

Continental Motors is known to generations of pilots and not just in the USA. However, I'll bet most readers do not know that the storied company once produced a radial engine. The company started business way back in 1905 as a builder of truck engines for the U.S. Army. They entered the aviation market in 1929 with the seven cylinder A-70 powerplant. A year later Continental introduced A40 that went to four horizontally opposed cylinders in what is sometimes called a boxer engine. "We were the first to introduce the horizontally opposed cylinder configuration to help increase aircraft speeds," observed the company. Rotax has generated well deserved publicity with their efficient fuel injected 912 iS but Continental noted that they were "the first to introduce both fuel injection and turbo-charging in general aviation aircraft (both in the 1960s)." They do not offer such configurations for Light-Sport Aircraft, at least not yet although in 2009 Continental threw support behind the new segment introducing the O-200 lighter weight engine that comes in at 199 pounds.

Continental has been the power for many of aviation's iconic aircraft from the unpretentious Piper Cub to the Voyager aircraft that successfully circumnavigated the globe without refueling, to a fleet of other airplanes including high-end single engine pistons such as Bonanza and Cirrus. Along with Lycoming, Continental engines are the powerplants nearly every American pilot has grown up flying. In more recent years and reflecting the uncertain future for leaded aviation fuels, Continental launched their Turbo Diesel Series engine and entered into unleaded gasoline development. Indeed their alternative fuel IO-360-AF engine (lower photo) was chosen by Flight Design for its four seat C4 as the German company expects to sell this aircraft in many countries where 100LL is unavailable at any price. Contrarily, diesel is available almost everywhere and Continental's push into engines using this fuel was surely one reason the airframe builder chose the Alabama brand.

Continental is dedicated to piston engines and manufactures all primary components themselves, including crankcase, crankshaft, cylinders, and connecting rods. Every engine is hand built. Our factory tour walked us step-by-step through the process ending up in a building holding several test cells. Here, every engine is run through a full cycle in bays that once heard the howl of Mustang Merlin engines.

In the LSA space, Continental engines have been used on CubCrafters, American Legend, and Kitfox, plus Zenith and Fisher kits among other brands. They continue to be a significant supplier to the LSA and light kit industry including Van's Aircraft although that Oregon company chose the Rotax for their RV-12 Light-Sport. Along with other reasons to select the four cylinder, 100 horsepower O-200, mechanics around the world are familiar with the brand and have training and experience for it. Contrarily, Rotax has had to work hard to encourage American A&Ps to learn the differences of their powerplants.

As we toured the facility, I was particularly impressed with one fact. As we heard about the numbering scheme that identifies various engine models, I became aware the company customizes many of their basic models to accommodate specific manufacturers. Some components are installed differently to fit in cowlings or to otherwise meet the design of airframe engineers. In my days at BRS parachutes, we had similar requests. Installing a parachute can be somewhat or significantly different for every aircraft and BRS struggled with the many aircraft variations, but Continental has made customization a common occurrence. They even advise, "We will come to you wherever you are in the lower 48 [U.S. states]. You will receive an engine quote and consultation at no cost to you." That's a great service.

In 1966 Continental moved from their original base in Muskegon, Michigan to take over former military facilities in Mobile, Alabama. Today, the southern producer builds about ten engines a day, or an annual rate of about 2,500 engines. In the post-World War II era they once created more than 34,000 engines in a year (1946) and during the 1970s heyday for general aviation the company reported producing 70 engines a day or an annual rate of 17,500 units. In 2011, Continental was bought by Technify Motors (USA) Ltd, a subsidiary of China's AVIC International Holding Corporation.

You may notice that in the photos with this article, no workers other than our tour guide are seen. The factory was functioning as we toured but the union requires that no employees are photographed while on the job. Of course, I complied with this request but it makes the facility appear unused and quiet. That's an incorrect impression, of course. To see workers at their jobs, Continental Motors has an informative Virtual Factory Tour on their website that you might enjoy. It has many images I was not able to capture.

PHOTOS (top to bottom) — Starting the factory tour • the factory floor in the machining area • older machinery is maintained for certain jobs (top half) but modern CNC equipment has taken over most work (lower half) • an engine cart has all the components ready for hand assembly (engine block not shown) • the six cylinder 180-210 horsepower IO-360-AF alternate fuel engine


AirCam Owners Know How to Have Fun
By Dan Johnson, October 19, 2014

I've been on a couple AirCam outings and I have two points about them: (1) Owners of this unusual airplane are often fairly well-off people and see a golden opportunity when invited by the good planners at Lockwood Aircraft; and, (2) These pilots know how to have fun with their airplanes, flying to some delicious locations. Previous fly-outs included Jekyll Island, Heaven's Landing, Cedar Key off Florida's west coast, and the Bahamas. If you don't know AirCam here's a video that gives a bit of the flavor of this amazing aircraft. (I readily admit to a positive bias for the machine as I have had the chance to fly a good number of hours in it and earned my multi-engine rating in one ... but that's another story.)

On the two occasions when I've joined the AirCam'ers on their fly-outs (or is that "fly-ins?"), I've discovered that these folks have uncovered some wonderful places. The Lockwood Aircraft folks, led by namesake designer Phil Lockwood, don't just hang out at the airport all day. They aerial tour the location and then visit local restaurants and homes of AirCam friends. Everyone seems to enjoy themselves immensely and the people that buy, build, and fly AirCams tend to be some very interesting folks, in my opinion. With its two Rotax engines of one model or another, these airplanes are not the cheapest kits you can build, however, twin-engine flexibility and security offer enormous appeal. Owning one isn't in my budget nor possibly yours but a partnership could be a swell way to own one if you could make it work. No question, though, AirCam allows flying as you'll probably not do in any other aircraft I can envision. If you have any chance to fly in one, by all means, take it. I predict a long-lived smile following the experience.

Next up for Team AirCam's fly-out itinerary is Marathon in the Florida Keys from Thursday to Sunday November 13-16, 2014. If you're an AirCam owner or are considering purchase of one, or just want to go hang out in a great, warm, beachside locale, contact the company and inquire (info at bottom). Demo flights are possible but limited. Those wishing to fly as a group can follow the company team as they leave Lockwood's base at Sebring airport and fly over Everglades National Park shoreline with ocean crossing at Point Sable. If you do this in most aircraft you'll want altitude for safety; the AirCam'ers will see it much better down low. Once at Marathon, the resort atmosphere offers plenty of fun activities. You can also fly from Marathon around Key West as I did on a Fly/Drive vacation with some friends. You don't have to go by AirCam; other airplanes are invited but contact Lockwood Aircraft. Or you can drive, which I'm told is also a good experience. If my history of joining the AirCam'ers is any indication, the hotel and restaurants they choose will be excellent.

While we focus most coverage on Light-Sport Aircraft, light kits, and ultralights, we also have begun to expand our envelope by keeping up with LSA-like aircraft including four seaters from LSA providers. In this spirit, the twin engine AirCam is another good candidate. I have described the flying machine as "ultralight on steroids" because it has clear roots in ultralights such as the Drifter that Lockwood also produces even while it has become very sophisticated and very capable. The latter explains its existence. AirCam was originally commissioned for some very challenging flying in a National Geographic story about Africa where few good runways exist and near-endless jungle seems to reach out to snag an airplane in trouble. After the NatGeo effort, interest developed and has never stopped. Today, close to 200 AirCam kits have been delivered and Lockwood reports a thriving business. Following are AirCam Specifications:

  • Gross Weight — 1,680 pounds (roughly that of a Cessna 150)
  • Wing Span — 36 feet
  • Overall Length — 27 feet
  • Empty Weight — 1,040 pounds
  • Stall Speed — 39 mph (it only looks too big for such a slow speed)
  • Top Speed (Vne) — 110 mph
  • Normal Cruise Speed Range — 50-100 mph
  • Rate of Climb — 1,500 fpm (solo can see beyond 2,000 fpm)
  • Single Engine Climb — 300 fpm (many twins cannot climb on one engine)
  • Fuel & Range — 28 gallons and 340 miles at 70 mph
  • Takeoff Roll — less than 200 feet
  • Landing Roll — 300 feet
  • Exhilaration Factor — off the charts

AirCam demo flight reservations must be made with Robert Meyer by November 6th. He advised, "These will be on a strict schedule and limited to those willing to sign a contract and give a deposit afterwards." If interested, email Robert or call 863-655-4242.


P1NG ... Fully Refreshed from Brazil
By Dan Johnson, October 13, 2014

Paradise P1, with 14 registered Light-Sport Aircraft models flying in the USA.

P1NG is not a sound nor golf equipment. The clever name (that's a "1" not an "i") is similar to a plane you know as the Paradise P1. Now get ready for the "Next Generation" P1, or simply, P1NG. The P1 you may have already seen was designed around a four-seat model with the aft cabin simplified to a luggage space. More on the entire family of Paradise airplanes below. P1 and P1NG offer more cubic area than most cockpits in light aviation. Besides a spacious cabin the front seats remove in a few seconds allowing an occupant to stretch out fully in its length. Alternatively, P1NG could easily carry golf clubs (you probably ought to load the American Ping brand), a family pet, camping gear, or anything else that fits within the weight & balance envelope. Though absent from the U.S. market for several years, Paradise reports good business in their native Brazil, a large and aviation-active country. Company officials say several hundred are flying in South America and other countries. Beside the new door, P1NG is wider, has a different wing section, and boasts other upgrades to keep the design current.

Designed by Noe (NO-eh) de Oliveira, P1NG is one of a family of aircraft including P1 — the Light-Sport Aircraft of which 14 are registered in the USA — a two-seat P2S, the four-seat P4, a low wing called Eagle that closely resembles the SportCruiser, and P1NG. Both P1 derivatives and the Eagle are powered by Rotax's 912 or 914 turbo engines while P2S and P4 use a 180-215 horsepower Lycoming. Noe's new P1NG offers the LSA industry's second three-door cabin — the first being the Jabiru J230-SP. Both are based on four seaters explaining the large volume aft cabin and illustrating why a third door is handy. Of course, an LSA can only have two seats but loading the spacious aft cabin of P1NG will be far easier thanks to the pilot side aft door (photos). Based on my earlier flight experience in P1, general aviation pilots used to those popular high wing planes built in Wichita will find much to like including dual control yokes, a central power quadrant, and wide visibility. I found P1 solid and forgiving with predictable flight qualities. Its long-legged 12.5:1 gliding capability offers a margin of safety. Given a few more years of development since the original importer left the business, it is reasonable to expect even better characteristics of P1NG.

Paradise of Brazil parted ways with its first U.S. importer, Paradise USA based at Sebring, about as the economy was entering the 2009 recession. Yet interest in the Cessna-like LSA did not disappear; indeed I take a call every couple months from some potentially interested pilots even though no one has promoted the design in recent years. While other parties suggested a resumption of import, agreements were apparently never settled and Paradise of Brazil provided legal documents attesting to their efforts to sever prior relationships. Meanwhile Paradise remains absent from the American marketplace, however, that will not last. Arrangements are still being finalized but the South American enterprise plans to establish a Florida presence later this year or early next. U.S. representation will be handled by Bert Motoyama, whom interested parties can reach via email or by phone: 850-758-2967.

Paradise of Brazil hails from a country with a rich aviation design heritage, featuring pioneering names like Alberto Santos Dumont. Today most Americans recognize regional airline and business jet producer Embraer and, interestingly, that major company has recently set up shop in Melbourne, Florida. As I am aware of discussions for another Brazilian company to establish manufacturing in Florida, Paradise may be engaging in a popular trend. As the U.S. plans become firm, I will plan to keep you updated but certainly by Sun 'n Fun, I expect to see Paradise back in the American marketplace.

(Nearby photo) Paradise's new P1NG has appeal to those used to popular high wing aircraft built in Wichita, complete with dual control yokes, center power quadrant, a baggage door, and plenty of room in the cabin. all images courtesy Paradise Aviation


Corvair Power at Zenith’s Open Hangar Day
By Dan Johnson, October 9, 2014

Pat and Mary Hoyt's 601XL (with 650 canopy) and a 2700-cc Corvair at Brodhead Wisconsin in 2013. They also flew to Oshkosh and the Zenith open house in Mexico, Missouri this year.
Zenith Aircraft has shipped thousands of airplane kits and have examples of Chris Heintz designs flying all over the country and around the world. The kit company run by Chris' son Sebastien has been at it nearly a quarter century in Mexico Missouri and in my humble opinion deserves the success they've achieved by operating the business professionally and by serving their customers well. Two of the many ways this happens is through their Open Hangar Day event — which they've hosted since moving to Mexico — and by supporting just about every powerplant aimed at the light recreational aircraft market. Recently I wrote about Viking engines and I've often written about Rotax, Jabiru, Continental, and UL Power. One that I've left out of the review has been William Wynne's Corvair-based powerplant and I am pleased to correct that oversight.

Five Corvair-powered Zenith kit-built aircraft flew into the 2014 Open Hangar Day event and parked together for this photo in front of the airport terminal building.

Wynne reports that he has been continuously building, testing and flying Corvair engines for 25 years, since 1989 (by the way, longer than Zenith has been located in Mexico). At last count his company reports that their engines power about 500 aircraft. William earned a Bachelor of Science degree in Professional Aeronautics and is the holder of an Airframe & Powerplant certificate from Embry-Riddle Aeronautical University. Of his Corvair engine conversion, he wrote, "My extensive testing over the years indicates [this engine can provide] 100-120 horsepower with the degree of reliability necessary for flight engines." This power range suits it perfectly for light kit aircraft in the age of Light-Sport. You might wonder why he chose to use the Corvair engine and the answer might surprise you.

all photos courtesy of FlyCorvair.
Chevrolet's Corvair engine is a six cylinder, horizontally-opposed piston engine used in the 1960s-era Corvair automobile. Wikipedia reported, "It was a highly unusual engine for General Motors [in that] it was air-cooled and used a flat design with aluminum heads and crankcase." My video partner added this, "Few people know it, but the General Motors Corvair engine was developed for GM by a company called Eastern Aviation. GM was after a light helicopter contract from the government, and had Eastern Aviation develop this engine as a powerplant." He continued, "GM never got that contract and in an attempt to compete with the European sport/touring car manufacturers, General Motors decided to use the engine and launched a small sports car to be powered by an air-cooled engine similar to the VW Beetle. Between 1960 and 1969 GM manufactured and sold 1,700,000 of the rear-engine, compact cars. Approximately two million engines were built." Read much more detail about the Corvair engine at Light Sport Aircraft Pilot.

Before Zenith's event this year, William Wynne held another of his four-day Corvair College seminars. "We had 74 people attend and 11 of them fully assembled and test ran their engine," reported Wynne, adding that "about 25 more made good progress." He indicated that this was the second Corvair College he and Zenith Aircraft's Sebastien Heintz have collaborated on before the airplane company's open house. Working seminars of this sort are meant to assist builders but also serve education and marketing purposes. A few caveats: Most aviators and builders realize that General Motors and Chevrolet do not authorize the use of Corvair engines for use in aircraft. Wynne's FlyCorvair enterprise is not affiliated with the car company. Corvair conversions are not type certificated and have not attempted to meet ASTM standards for Light-Sport Aircraft.

In addition to putting on Corvair College, William visits his builders. "I have made hundreds of house calls," he reported. As an example, the nearby photo shows Wynne (on left) making a house call to customer Larry Winger in California. "His engine ran at Corvair College #18," said William. "Larry's aircraft is a magnificent Zenith CH-650, built from plans, not a kit. The aircraft has since been completed and has been moved to the Chino airport. Larry exemplifies many of the finest qualities in homebuilding. When he started the project, he had never built an engine, a plane and was not yet a pilot. He has since accomplished all three." According to many Corvair engine installers, Wynne often inspires his builders. You can read much more about this on the company website.


FK Lightplanes/ScaleWings SW51 Makes Maiden Flight
By Dan Johnson, October 7, 2014

At Aero 2013, I covered one of the most interesting replica airplanes I have ever seen in many years of scouring airshows for light aircraft of interest. My videographer and I did a video story about this exciting project. The airplane was again displayed at Aero 2014 though not in such a high traffic location but that hardly dampened enthusiasm. No question ... FK Lightplanes continued their approach of great showmanship in displaying the most authentically realistic reproduction of a 70% scale P-51 Mustang you can imagine. Most replicas have to approximate some qualities but FK Lightplanes and their design partner, Austria-based ScaleWings AeroTec, made what they are now calling SW51 into something different. It has detail beyond what you can envision without seeing the construction in person.

First named FK51, SW51 reproduces the 100,000 or so rivets and screws that put together an original World War II vintage P-51 Mustang. The work is all done in composite so those are not real screws or rivets but you'd have to be a P-51 mechanic to tell the difference, even when you put your hand on the skin to be sure your eyes are not deceiving you. SW51 is magnificent! "Every rivet row, every screw and every maintenance door matches the original plane," said creator ScaleWings. A reported 40,000 man hours have been invested.

Today, Jon Hansen of Hansen Air Group called to say that SW 51 flew in October 2014 and the initial flight went very well. "It looks to exceed our flight expectations for it," exclaimed Jon. Because demand is already spiking, FK Lightplanes' Poland factory will be working to build about one SW51 per week. The design has been optimized not only for a very high degree of authenticity but for swifter production. Jon explained that using modern CAD manufacturing, the assembly of the components can happen fairly fast. "When the fuselage halves go together, much of the wiring and other details will already be in place," Jon explained. A European-style ultralight version will have retractable gear and in-flight adjustable prop because such is allowed under rule in the EU. "For the USA, we will be offering a Light-Sport version with fixed gear and propped to stay within the 120 knot limit of LSA," clarified Jon. Weight, all parties have said all along, will not be a problem because the design is created for sale in Europe as well where the limits are 472.5 kilograms (1,041 pounds) to include the German required airframe parachute. SW51 is also designed to accommodate aerobatic flying.

Developer ScaleWings said, "[Our] Mustang is an absolute true to original ... replica of the legendary P-51 Mustang." What was formerly called FK51 "will be produced in a complex but extremely strong carbon-honeycomb construction ... a guarantee for an extremely lightweight construction with maximum strength. [SW51] Mustang will look deceptively similar to the original Mustang in all surface details." To be sure structures and aerodynamics were professionally engineered, ScaleWings worked closely with the founder of FK Lightplanes, Peter Funk. Using his years of experience, Peter is responsible for the aerodynamic and static design, structure layout, dimensioning, load tests, flight tests and the certification of the SW-51 Mustang, said ScaleWings. This was a smart decision as today Peter focuses on engineering and new development after turning over manufacturing over to Rolland Hallam in Poland.

We see that yellow taildragger Cubalikes sell briskly in the USA where many aviators have a sweet spot for vintage aircraft. Yet none that I recall inspire as much interest as the P-51 Mustang, easily one of the most highly regarded aircraft of all time. The problem is that only a very few people can afford an original and probably even less are qualified to fly them today. This gives an opening to creations like the 1990s Loehle all-wood 5151 Mustang, the Titan T-51 Mustang (video) and heavier versions such as the Stewart S-51. The latter, driven by a 450-hp Chevy Corvette engine was also quite costly and the Loehle was more ultralight than most folks want. Titan is successfully selling T-51 models as a 51% kit but for pure accuracy in recreating the original and in fully-built form, SW51 from FK Lightplanes and ScaleWings looks hard to beat. If this moves you as it does many, you might want to contact Hansen Air Group sooner than later. Jon Hansen told me today that he and the Poland factory expect most SW51 to sell in the USA and Jon believes they'll sell out their entire 2015 allotment in a short time. The first example in America is unlikely by Sebring but will certainly show at Sun 'n Fun.

Watch SW51 take its first crow-hop flight in this video. (Note: turn sound up for interview with FK Lightplanes director Rolland Hallam.)

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

 



 

 
 

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.

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!
CTLSi

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.

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.

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.


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.
Wave

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 a new four seater, Tecnam offers these LSA: Echo Classic, Eaglet, Bravo, Astore, and P2008.
Many LSA
& GA models

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.

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.

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?

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.

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.

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

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.

Zenith Aircraft is one of America's leading kit suppliers featuring well proven models from legendary designer, Chris Heintz. Centrally based in Mexico, Missouri, Zenith offers kit aircraft for several popular models.


Pipistrel has designed and manufactures a range of beautiful, sleek aircraft that have found markets around the world. Starting with gliders and motorgliders, Pipistrel now offers a line of powered aircraft using multiple power sources.

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.

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.

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.

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.

SkyCraft Airplanes is America’s first Light-Sport Aircraft single seater. SD-1 Minisport is affordably priced, very well equipped, and was designed to exhibit docile handing qualities. It can be flown for less than $12 per hour.

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.

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.

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.


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.

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!

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.

World Aircraft Company is Columbian design expertise joined to Canadian entrepreneurship based in Paris, Tennessee USA. Welcome to World Aircraft and a brand-new short takeoff and landing (STOL) Light-Sport Aircraft, the all-metal Spirit.

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.

free counters

Updated: October 31, 2014

Search our site
 
Copyright © 2001- by Dan Johnson