Several Florida airports have been active during the recession in their efforts to pull new clients. We reported earlier such projects but went to visit one of these over the last weekend. Renegade Light Sport Aircraft had an open house staged in their gargantuan 71,000 square foot hangar and offices on the Fort Pierce airport. Perhaps 200 attended and enjoyed proprietor Doc' Bailey's expertise with the barbecue grill. Certainly the facility is mighty impressive as a base of operations. Besides vast square footage, climate controlled work areas are available as is a paint booth and drying kiln. Renegade will be some time filling this large space but Doc' reported a very special price offer with owner financing that compelled him to move from rented facilities in Missouri. Meanwhile we reviewed projects for the Lil' Rascal carbon fiber version of the Pitts S1 to plans for the first all-American-built Falcon. Several crates with Lycoming O-233 engines were no surprise as that's been a focus of this ambitious outfit. Best of luck in their hefty new quarters to Renegade.

As we flew to Fort Pierce (south of Vero Beach, home to Piper ... a fact made obvious by a giant "Piper" logo atop the large hangar), we also flew by Melborne, Florida. This location is home to PhoenixAir USA and boss Jim Lee. He was pleased to report to us that his sleek motorglider "won the Sun n Fun Best Commercial LSA award this year." Jim also said his steady sales "have continued post-show, with three sales coming from folks we flew with at Sun 'n Fun!" Along with many others who exhibited or operated in the upgraded location, Jim added, "The Paradise City area was great, and the ability to fly during the show was invaluable." At Sun 'n Fun and again at Aero, I heard from many manufacturers or sellers that business in 2013 is already better than in all of 2012. Many attribute this to a rising stock market and home prices on the increase. Everyone was cautious about his trend continuing but when buyers' assets are growing a willingness to invest in new airplanes appears to follow.

My collaborator at Lightsport and Ultralight Flyer continues a furious pace of posting new videos from Sun 'n Fun and Aero. You can now view seven new movies including our productions for Randall Fishman's ULS electric motorglider; news about a Rotax warranty offer; the Sam LS after its test flight; Renegade's Lil' Rascal project; the world-girdling, cross-country-flying Sling from The Airplane Factory; the ever-charming and extremely well priced Aerolite 103; and, a preview of the Midwest LSA Expo for 2013. Enjoy!

Watch for many more videos still to come from Sun 'n Fun and Aero on our LSA Videos page. All videos are provided without cost.

Here are two aircraft from sources thousands of miles apart. Likewise, the aircraft could hardly be more different yet each has something special about it. You'll want to catch both videos. We'll start with the one we flew: Just Aircraft's brilliant Highlander SuperSTOL. The company has delivered more than 300 Highlander kits making the side-by-side two seater a hit on its own. However, the design truly arrived with the SuperSTOL edition. You'll want to watch this fascinating video as lead designer Troy Woodland takes us all around this remarkable machine. Then go aloft with us as we feature cameras mounted on the wing, inside looking at a landing, and even on the tailwheel for a most unusual viewpoint. You'll get to see why people watched with rapt attention every time Troy landed the SuperSTOL at the Paradise City runway at Sun 'n Fun 2013. Talk about a fun airplane to fly ... you literally land with the joystick full aft from downwind in the pattern until those big-boy tires meet terra firma. Seeing is believing so come on along for the ride.

Then a week later, we traveled 5,000 miles to Friedrichshafen, Germany to attend Aero and to watch the unveiling of the all-new Tecnam Astore. In sharp contrast to the bush-capable SuperSTOL above, Astore is a highly polished Light-Sport Aircraft from a leading manufacturer. Astore is Italian for Goshawk but the real reason for the name is that the manufacturer is celebrating its 65th anniversary. They named the 2013 Astore after the P48 model using the same name way back in, you guessed it, 1948. Astore uses the same wings as the company's popular Sierra and Bravo models but every other part is brand new. The interior is a thing of beauty and not just because it comes standard with an Apple mini iPad® on a swivel mount. Astore's interior is huge and the seats slide way back to make entry a step-in affair; no more stomping on the seats to enter this luxurious LSA. Baggage area is also spacious and a separate outside door makes loading easier. In our video we spoke with Tecnam's top boss, Paolo Pascale, who broke his usual tradition by consenting to our media interview. Hear how Astore completes the extensive Tecnam line.

You can also explore our entire video library — closing on 300 videos, all free of charge — on our LSA Videos page. All videos are done in collaboration with Lightsport and Ultralight Flyer.

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That's more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun 'n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I'd like for you to understand how much effort that represents. I'd also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made.

Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you'll see • Tecnam's aerobatic Snap • FlyEco's Diesel engine • FK 51 replica Mustang • Yuneec's electric-powered eSpyder • lightweight electric aircraft • Zlin's customizable Bobber • ICP's Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero's Bristell taildragger • Phoenix Air's electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650.

You might better understand the work it takes to make a video by relating to major motion picture films from Hollywood or other movie making centers. You've probably seen "Making of ..." videos where the concepts, equipment, and tasks are explained in detail. Of course, Hollywood spends millions of dollars and often hundreds of man-hours for scenes that sometimes last just a few seconds. Naturally, my effort with Lightsport and Ultralight Flyer, which uploads to YouTube channel "UltralightNews" isn't the same as a big-budget Hollywood production. Nonetheless each video is no small effort and I'd like to give you just a glimpse.

First you have to travel to where the action is, be it Sun 'n Fun in central Florida or a week later in southern Germany. Then you carry equipment and supplies for literally miles (or kilometers) at these big events to get to where airplane projects are being shown. Before shooting starts, you work with representatives that know their products and run through a routine to be used in video taping that is similar to live-studio productions ... that is, we coach the people being interviewed as to what they can expect and how to follow our lead. To save time and make the final production effort simpler, we try to keep editing to a minimum. These are not staged or scripted events and we work hard to avoid retakes. All interviews are essentially live action and we are grateful for those whose native language is not English as they participated.

Honestly, though, all the above is the easy part. Once the video is captured much more is required. "Static" shots — those scenes you see while the interview continues on an audio track — are often shot early in the morning before crowds gather around new aircraft. Company video is secured to add action. After logging all the footage editing starts. This is at least a full day task for every one of the 10-minute videos you see here and on YouTube. Now that we have about 300 videos "in the can," we offer a library with the viewing-minutes equivalent of more than 33 full-length Hollywood movies. Believe me, we don't have Hollywood's multi-million dollar budgets nor do you pay anything to watch the videos. Thanks to all our subjects for their creative work designing airplanes and products and to Lightsport and Ultralight Flyer for the substantial post-production effort.

We paid two memorable visits after Aero ended and I'll tell you a little about each one ... but first ... While I was at Pipistrel in the office of boss Ivo Boscarol, he received word that Matevz Lenarcic had reached the North Pole on his flight reported earlier. Congratulations on this achievement; a long flight across the North Atlantic remains. Godspeed! ••• The two visits were to Rotax Aircraft Engines and to Pipistrel. These two are not geographically far apart and work closely. Each spoke highly of the other and both companies are highly impressive places to visit.

BRP-Powertrain is the parent behind Rotax Aircraft Engines. Though occupying a sizeable amount of real estate in the immense BRP-Powertrain factory, the aircraft engines are the "hand built" portion of the production. Fast-paced, largely-automated, robot-assisted assembly lines manufacture many thousands of engines each year for such products as SeaDoo, BMW motorcycles, and other well-known brands. Diverse as the two manufacturing systems are, they share many aspects and chief among them is an intensity over quality control. A tour of the entire factory with executive Christian Mundigler became sensory overload. It was obvious that the light aircraft industry benefits enormously from this large Austrian company. Rotax powers an estimated 75-80% of the light aircraft fleet in the USA and even higher in many countries.

The name Rotax stems from "rotary axle," a simple bicycle part dating to early in the twentieth century. From such a humble beginning, the company has grown to be one of the largest enterprises supplying the aviation industry. Other than Boeing and Airbus, BRP-Powertrain can match metrics with the biggest and best of them. In the factory, a tremendous effort of efficiency is visible in every step of activity. I was impressed with the respect paid to suggestions from the newest employee to the daily manufacturing floor involvement of high level managers. TV documentary producers would love many great visuals from smoothly and continuously running assembly lines to the blurred-motion speed of robots (photos) inserting critical engine components 24 hours a day. The facility literally hums with activity through three back-to-back shifts.

A few hours drive down the motorway in the neighboring country of Slovenia is Pipistrel, the 25-year-old company that produces LSA's broadest line of all-composite aircraft. It was our first visit to the country formerly known as Yugoslavia and we came away impressed enough to spend an extra day touring the gorgeous countryside. Pipistrel has more than 1,000 aircraft flying in 60 countries. Already well known in the USA, it is poised to move steadily up our market share chart; it would already be in the list but several models are registered as LSA gliders which Jan Fridrich and I have struggled to count accurately for a variety of reasons connected to the FAA database. Along with other undercounted categories as we reported earlier, LSA gliders — as the Pipistrel Sinus motorglider and Virus are often categorized — are an integral part of the Light-Sport Aircraft space and we're going to dig deeper to report these more fully. Meanwhile, Pipistrel is delivering Alphas as SLSA airplanes and for this they've acquired space on an airport in Italy, mere minutes away.

One great pleasure while visiting Pipistrel was getting to fly the Taurus self-launched motorglider and the speedy Virus SW. I've already flown the Sinus and Virus but missed the Taurus. This roomy first-of-its kind side-by-side microlight motorglider achieves a 40:1 glide engine off yet launches willingly with push from a Rotax 503 two stroke that neatly folds down into the aft fuselage once aloft. Dual main gear makes Taurus stable in taxi and retract for cleanliness during soaring flight. As my wife Randee and I are both soaring pilots it was wonderful of talented factory pilot Nate to get us both aloft near the tall mountains surrounding the factory. We shared the lift with some paragliders and another sailplane from a club based on the same field as Pipistrel. ••• I plan more complete reports on both Rotax and Pipistrel as their highly competent facilities deserve more than you just read. I am so pleased both are working in the LSA space. Their professionalism contributes greatly to the advancement of light aviation.

Airplane Overload — Imagine a gymnasium, the full court kind where basketball is played. Imagine ten of them placed side by side. Big space, huh? Now imagine all of them filled to capacity with aircraft and airplane gear of every imaginable sort. Presto! You've got Aero Friedrichshafen. No wonder we go year after year (I think this was my tenth Aero and, for certain, I'm going again). In this wrap up post, I'll provide a few more views of this truly excellent event. Good as my reporting hopefully is, however, true-blue aviation enthusiasts owe it to themselves to make the trip to the southern edge of Germany for this outstanding (nearly) all-indoor aviation extravaganza. I can find so many good reasons to like Aero, I'm sure you'd be pleased if you attend.

Final Facts and Videos — Aero Show Director Roland Bosch somehow made time in what must be an awesomely tight schedule to let us tape a video with him and his U.S. representative. The video will be up soon but here's a couple facts of interest. Aero had some 630 exhibitors. That is second or third only to NBAA and AirVenture. It is larger, by exhibitor count, than Sun 'n Fun or AOPA Summit. It is one of aviation's biggest events and is surely the biggest in Europe. This year drew more than 33,000 attendees, said Roland before he even had the full count of the final day. The four day event runs Wednesday through Saturday — a fact appreciated by every exhibitor who must race home to tend to business on Monday. Aero ceased doing an airshow as they realize that exhibitors and attendees don't need to be distracted by aerobatics; I heard no complaints as the majority are present to talk and examine aircraft and flight gear. In four fast-paced days, my video partner and I recorded more than 30 new videos at Aero 2013. Watch for these here and on YouTube once editing is completed.

It's All About the Airplanes! — While the halls are big and comfortable, the food is great, weather is never a problem, and the surrounding area is picture-postcard beautiful, the main attraction at Aero is the airplanes. As we made our videos we focused on aircraft of all kinds that you can buy and fly in America, but we also reviewed ones you may never see but which were fun to examine. The accompanying photos represent a small handful of our subjects. For example, we did a whole-line review of the many LSA in Tecnam's growing fleet. The newest is the lovely and large Astore commemorating the company's 65th year in business. We also did a whole-line review of FK Lightplanes and TL Ultralights. I think you'll like them. We did a video on the new electric Evektor. They brought the EPOS merely to showcase the future but had no less than 10 requests to buy one. Available sooner will be the former Flightstar, now Yuneec eSpyder, which was able to boast earning German Type Certification. Watch for this exciting all-electric single seater to be available in the USA perhaps later this year for about $40,000 ready to fly, including a slick new panel displaying Yuneec's custom-built electric motor management software.

More and More ... We got a look at the new Rotax 912 iS version of the Magnaghi SkyArrow. As you look at the nearby photo see if you can tell how the landing gear differs (surprise hint: this one has retractable gear). The model has other useful changes as well. We looked into the SkyLeader line. You may not recall this design but an earlier version has been in the USA for years as the Kappa KP-5. Now they've linked up with new U.S. representation and plan to bring in the new SkyLeader 600. The company has a full line of handsome airplanes one of which is a single seat model. Future articles will tell you more about single place aircraft at Aero and about the new 120-kilogram (264 pound) empty weight aircraft class that is emerging in Europe.

Finally — for this article but we'll have more in the days to come — check out yet another good looking amphibious seaplane. No, this isn't Icon, or any of the others covered in a previous article. This is the Avana Odonata and she reportedly weighs a svelte 560 kilograms at maximum take off weight. That's just 1,232 pounds (which, BTW, was the original weight proposed for all Light-Sport Aircraft before the SP/LSA rule was released in 2004). As I bubble with excitement over the cool flock of airplanes I saw in Europe, I must add a disclaimer that not all these aircraft may be available in the USA and some won't ever make it to market or if they do, they may not succeed with buyers. Still, it was loads of fun to look them over and I'll keep reporting more in the days ahead. Click back soon!

Photo Galleries — Thanks to my good friend and LAMA Europe collaborator, Jan Fridrich, I offer this link to his many photos of Aero 2013. Photo legends are written in Czech language so few Yankees will be able to read them. As the old saying goes, "A picture is worth a thousand words" so Jan's photo review is worth hundreds of thousands. Enjoy and I'll add more in the days ahead. Meanwhile Thanks, Jan! • Aero is a special show for many reasons, but one of the best is that we can view so many airplanes we never see in the USA — and fascinating designs many of them are, indeed. UltralightNews YouTube channel and I are working hard to collect lots of videos including a quick tour of many airplanes you can't buy in the USA ... yet.

Super Authentic P-51 Replica — Roland Hallam, the South African boss of light aircraft producer FK Lightplanes in Poland, showed us around the dazzling FK 51 Mustang project. First some of the impact points and then a bit about the incredible detail. Currently FK 51 is powered by the Rotax 912 that climbs so many of our Light-Sport Aircraft, however, they are talking about a somewhat more powerful engine to better approximate the performance of the original Merlin engine. With retractable gear and in-fight adjustable prop, this replica will fly faster than permitted under LSA rules but they plan a fixed gear, fixed pitch prop to stay within those guidelines. It will likely also be offered as an Experimental Amateur Built model. A Rotax 912 doesn't sound like the Merlin so a loudspeaker system built into the engine cowl adds audible authenticity. A series of six exhaust stacks per side are also fake but a genuine smoke system is built in to simulate emission of the appropriate smoke during the start of the huge engine that powered the World War II airplanes. The sound coordinates with the smoke for engine start-up, running, and shut down. Cool touches indeed.

Incredible Detail — Sound and smoke are great but what literally blows the minds of those examining FK 51 is absolutely amazing attention to detail. Most '51 replicas simply cannot match the original Mustang on a rivet-for-rivet basis. FK 51 does! The "FK" in FK Lightplanes might stand for "fake" in their current replica or "classic" line but the work effort is certainly real. Roland notes just shy of 100,000 fake rivets molded into the composite skin of his 70% replica Mustang, which he assures is correct in the placement of each and every last rivet or screw head. You have to see FK 51 in person to appreciate the rivet-dimpled skin all achieved in carbon fiber but the accompanying pictures will try to give you the idea. You can see fiberglass on the back of the part (photo) yet it appears for all the world as a metal skin on the exterior (carbon fiber will replace the fiberglass in in FK 51's final iteration; glass was used as they hurried the example for exhibition here at Aero). You may be able to see this astonishing entry at AirVenture this year. If so, I bet you'll be as amazed as were Aero attendees.

Parachute In Mast — The last item in today's post is a surprising entry of a gyroplane ... but it isn't about the aircraft, called Matto. Instead, my focus is on a first-of-its-kind emergency airframe parachute that is packed into a larger-than usual rotor mast. That's why our photo does not even show the aircraft. The company reported, "The mandatory rescue system in three-axis airplanes [required by German rules] ... does not need to be used in gyroplanes." They added that German authorities did not see it as possible to offer an engineering solution for gyrocopters to have a parachute but German Gyro boss Otto Strauss and his team believed differently. "In a proprietary solution, the parachute is stowed in the central pole of the rotor," said the company. A new rotor head with special roller bearings and an inner diameter of about 200 millimeters (just under eight inches) allows integration of the parachute and pyrotechnical device to extract the canopy above a spinning rotor. We'd like to see test videos but certainly the idea is intriguing and may be appreciated, especially given strong gyrocopter interest in Europe.

Excitement Amid the Chaos — If you've been to any show the day before it opens, you know what I mean by "chaos." With mere hours to go before the doors open to the public, it appears no hope exists to be ready in time. Weather in Europe — a lousy winter drags on inexorably, as it does in the northern U.S. — is preventing airplanes from arriving. Protective plastic still covers the carpets. Booth spaces, called "stands" in EuropeSpeak, are still being assembled. Everywhere you look, it seems a week's worth of work remains but Aero opens tomorrow morning as I write this. Fear not. I've seen this act before. Somehow, it gets done and no one is the wiser. As the frenetic pace quickens to a climax, I uncovered a few delights worthy of passing on before Aero truly gets under way. Here we go!

Apple Event Magic? — Peter Funk (photo) may be the Steve Jobs of Aero. With German regularity, he pulls a rabbit from the top hat. Two years ago he wowed the crowd with his innovative LeMans. This year, he upped the ante, offering not one but two surprises. All ready for my camera was the FK 131, a modern replica of the 1930s Bücker Jungmann 131 biplane of the 1930s. Ten will be produced in cooperation with the father-and-son Czech company Podesva Air and perhaps no more will be made (a nearly sure way all ten will sell without having to commit more resources at present). Peter found the lightweight "A" model in an old book and passion tells the rest of the story. We'll have more on this fascinating project but the lighter-than-original reproduction will inevitably draw crowds. Meanwhile, check out more about the FK 131 on the American Bücker Pages website. Peter's other surprise is the FK 51, a composite P-51 replica that looks for all the world like metal, authentically shaped and even with fake rivets, yet made entirely of composite. Workers were still assembling the aircraft but wait until you see photos of this beauty!

Gathering Stream — As Funk's Jungmann is a limited production — seemingly one of those ascendant ideas in the LSA industry — so is the TL Stream. U.S. importer of the TL brand Bill Canino says the tandem-seating Stream is intended to serve a narrower market than the Sting or Sirius from the same company. The airplane that somewhat resembles Jaro Dostal's Shark project, may do a European tour before possibly making an appearance at AirVenture. It may also entertain different engines and has some aerobatic promise. Nothing is certain yet, but the proof-of-concept up on a slim display mount looks terrific and appealing. TL is also showing a TL-3000 Sirius on amphibious floats.

Astore Under Veil — In Tecnam's sprawling display space at Aero 2013, the fully aerobatic and single place Snap is prominently on display, now bearing the Italian company name. We've seen this design at Aero before plus prior and continuing import source Bill Canino (working in conjunction with Tecnam North America, said Phil Solomon) displayed Snap at AirVenture 2011. But the more mysterious part of the display is for the soon-to-be-unveiled Astore, a new Tecnam low wing entry in the LSA class. As the space is assembled we got a partial sneak peak of the aircraft helping to commemorate the company's 65th year in business. Tecnam had most of their extensive fleet assembled and appeared to be preparing for "a really, big shew" to borrow an opening line from oldtime TV host Ed Sullivan. We'll be present at Tecnam pulls back the curtain and provide a more complete look at their new model.

Hot, hot, hot Gyros! — As we approach the ten-year mark since FAA first unleashed the game-changing SP/LSA rule on the aviation world, the agency still cannot make up their collective mind on how to handle Special LSA gyroplanes. Though part of the LSA panoply of aircraft types, this isolated community of rotorheads must still make do with kit-built aircraft in America. To call gyro enthusiasts who have put in time on ASTM committees preparing for SLSA gyros "frustrated" would be to dramatically understate their feeling. Meanwhile, in Europe, gyros are going great guns. One report claims more Rotax engines are bought by gryo producers than any other aircraft class. All seem to agree demand is strong and the sleek models several companies are showing endorses this position. One we looked at in an early media tour of the many halls of Aero was of the Trixy Aviation 4-2 R (photo). It would sure be interesting to see what happened if FAA ever got around to approving SLSA gyros ... but don't hold your breath rotor enthusiasts.

Matevz Lenarcic is in the air again. Lenarcic is the daring pilot who has already flown around the world ... twice! Some pilots simply don't know when to rest on their earlier achievements. Indeed, today Matevz embarked on a solo flight over the North Pole in his specially configured light aircraft. His mission (besides an audacious long distance flight): recording black carbon readings over the Arctic. He'll cross much of Europe, pass over the North Pole, continue to Canada and return to Europe crossing the North Atlantic from Newfoundland to Ireland flying parallel to Lindberg's record flight from New York to Paris (map). He will capture the Arctic with aerial images and if you'd like to vicariously join his adventure, you can follow Matevz's North Pole flight.

A biologist and photographer, Matevz is again flying a Pipistrel Virus SW that has won NASA's efficiency competition; the company pocketed prizes of more than one million dollars. With 4,000 hours in his logbook, Lenarcic has proved his abilities with two globe-girdling flights, one with a Pipistrel Virus SW in 2004 and one with a Sinus in 2012. "Legendary expeditions ... led to discovery of new trade routes that brought strategic and capital benefits," Lenarcic observed in a news release from Pipistrel. Modern expeditions benefit from improved research and technical instrumentation. Devices which weighed hundreds of pounds just a few years ago can now fit into fuel efficient, low cost, and nature-friendly light aircraft.

Lenarcic expressed that the Arctic is an important generator of weather. Changes in polar ice can have a decisive impact on the speed and direction of ocean currents, which events can trigger globally-felt effects. Arctic expeditions are frequent; the North Polar region has been crossed on foot, on skis, with icebreakers, submarines, and aircraft. However, Matevz noted, "Light and Ultralight planes are still extremely rare in this part of the world. Despite the development of high performance ultralights no one has overflown the North Pole from one continent to another." Assuming his flight progresses as well as his prior circumnavigating attempts, he will bring light aircraft to the northern Arctic.

On his flight Matevz will attempt to burn the smallest amount of fuel per distance flown. The project will attempt to show how light aircraft can be used to collect significant scientific climate data. His Pipistrel aircraft will carry a device developed by the company Aerosol, which measures the concentration of atmospheric black carbon (soot) in the air over the North Pole. Matevz reported that this has not been done before.

To fulfill requirements of the North Pole flight, Pipistrel specially modified a Virus SW able to operate safely at low polar temperatures and high altitudes. Fuel consumption must remain at very low levels because some legs of the flight cover several thousand kilometers. This Virus SW can fly up to 160 knots yet slow to 43 knots. It was fitted with a wide range of avionics, navigation equipment, IFR systems, an auto-pilot, radios plus a second generator for redundancy. Bon voyage, Matevz!

Two key members of AKIA stopped by the LSA Mall at the new & improved Paradise City last week. AKIA? The Aircraft Kit Industry Association is a new group formed in July last year seeking cooperation between kit aircraft builders. Leaders include Van's Aircraft and Sonex. Both have been making Light-Sport models, or what more correctly might be called "Sport Pilot eligible" or "Light-Sport-compliant aircraft." Experimental Amateur Built (EAB) aircraft are technically not LSA even if they meet all parameters. Sonex and Van's are upstanding producers of very popular aircraft and they have their eyes clearly on the light aircraft sector that is showing great resilience in a perpetually sluggish economy. Each company has too much info to fully cover here but a birds-eye view may encourage you to seek more.

Sonex Aircraft is based in Oshkosh, Wisconsin, right across the field from EAA's headquarters. The company is so active on so many fronts that I will only provide a general view. However, their nicely-designed website is chock-full of information. One cool story involves a fellow, Michael Jackson, who is ambitiously building his Xenos Motorglider fuselage and wings in a Jersey City townhouse; I loved the photos of him hauling an aircraft out the front door. It takes considerable effort to keep a website up-to-date and the Sonex staff obviously takes great pride with their's. SonexAircraft.com is easy to navigate and I suspect you could spend hours viewing all that is available. Their aircraft (photos) include Sonex, Waiex, Xenos, or Onex. Every one can be built for remarkably little money, no doubt a major reason for their ongoing success in the kit aircraft business. I've gotten to know several of their staff and find them to be smart, honest folks, which adds to the appeal of doing business with them.

Sonex has it all: a single place, folding wing machine called Onex ("one-ex"); two place models bearing the company name Sonex, a Y-tailed variation called Waiex, and a long winged motorglider called Xenos. They've experimented with electric-powered models along with a jet powered version — cleverly named SubSonex — and if that wasn't enough, they have their own engine line called AeroVee, which by the way, you also build as a kit. For all their kits, the Sonex team regular does builder workshops; they've trained more than 2,000 people this way. Sheesh! Have these Oshfolks left any stone unturned? It sure doesn't seem so. I've flown a couple of these models over the years though I profess to liking the Xenos motorglider as I love the ever-changing challenge of catching and riding thermals aloft.

Van's Switches Gears — Leading the kit industry is Van's Aircraft with a remarkable 8,100+ RVs flying. Now the top dog is moving slowly into what they call a "trial production" phase of fully-built RV-12s. "We're kind of taking it gradually into this new arena," Dick VanGrunsven told our friends over at AVweb (listen to their podcast). Van's announced a deal to build ready-to-fly RV-12s at last year's AOPA Summit. AVweb reported Van's "almost instantly got the support ... needed to start its trial production run" in concert with partner Synergy Air of Eugene, Oregon. AVweb went on to observe the first dozen aircraft were sold the first day and several others were put on a waiting list. Now I understand the initial run is almost finished; deliveries are expected by summer 2013. I'm excited by Van's entry to fully build and their way to do it shows one of the many ways the LSA rule is unique.

You can watch videos about the RV-12 here and here. • See a video with Sonex CEO Jeremy Monnett where we look at their AeroVee engine plus several of their aircraft models. • Also check out more than 250 videos, all about light aircraft and every one free.

By all accounts — and none to the contrary (that I personally heard) — the "new and improved" Paradise City was an out-of-the-ballpark home run hit. On the final day of Sun 'n Fun 2013, John "Lites" Leenhouts gave his closing review. He noted attendance was up somewhat on Tuesday through Thursday and down a bit on other days, but he highlighted the great success that was Paradise City, the new permanent home of the LSA Mall. The area was chock full of exhibitors, up almost double from last year. Flying went on all day long as predicted, even during the main airshow. Twice I flew in on aircraft I was evaluating while watching aerobatic aircraft twist and turn over the main runway. I know of no accidents or incidents so major kudos to the 186-person-strong volunteer staff under area chairman Dave Piper's direction. They dealt with many new changes and nearly every detail appeared to go as planned.

Many aircraft provided dozens of demo flights for prospective customers and other interested parties. In his closing remarks, Lites noted more than 600 operations (a takeoff or landing) from the Paradise City runway on the day prior; it must have run into several thousand for the week. An exotic mix of airplanes was smoothly handled with rotorcraft (both gyros and light helicopters), fixed wing, trikes, and motorgliders flying at the same time, without any apparent conflicts. Powered parachutes, paragliders, genuine Part 103 ultralights, and electric powered aircraft primarily flew during the morning and evening when winds were less active. Read an independent report in the Lakeland Ledger newspaper by journalist Jeremy Maready

Among the most active aircraft was the Highlander SuperSTOL from Just Aircraft. Company leader Troy Woodland kept his distinctive aircraft flying nearly all day every day and he wowed the crowd with the aircraft's extraordinary takeoffs and landings. Hitching a ride was challenging as media reporters and prospective customers clamored for an experience aboard the unusual machine. I finally got my opportunity toward the end of the week and you'll be able to go along as we strapped video cameras all over the aircraft ... two in the cockpit, one on the wing strut, and a unique view from the tailwheel looking forward. Troy and I flew (yes, while the main airshow was smoking up the sky over Sun 'n Fun's main runway) and we did seven landings, mostly at nearby South Lakeland Airpark. The aircraft leaps off the ground as its automatically deploying two-section slats move forward at liftoff angle of attack. What is truly amazing is the landings. My senses seemed to be lying to me as we approached so steeply and slowly, the sensation felt closer to that of a helicopter.

As we approached the long turf runway at South Lakeland, Troy established a high rate of descent with the stick fully aft — as far back as it could go, where it remained through touchdown. I felt I could walk as fast as we were moving across the ground just before the tailwheel first touched terra firma (it isn't truly walking speed, but it is very slow, perhaps no more than 25-30 mph). The large tires and the 20-inch stroke oleo strut handled every landing without the slightest rebound. A tailwheel with its own shock absorber helps (wait until you can see all this on the video!). Meanwhile, SuperSTOL behaves cooperatively with great roll authority down to 30 mph. It showed no tendency to drop a wing; clearly the articulating slats and huge elephant ear Fowler flaps make the short chord work exceptionally hard. On each takeoff Troy pushed on full power from the 100-hp Rotax 912 and moved the joystick to the instrument panel. The tail came up very quickly thanks to large tail surfaces. At level attitude, he relaxed the joystick and pulled on a bit more than one notch of flaps (while holding in the detent button). This causes the retracted slats to move forward and off we went. After accelerating on climbout the slats retract and we cruised around the pattern at about 90 mph. Smaller tires can be fitted without losing the fantastic shock absorbing effect and you can then see about a 100 mph cruise, Troy indicated. Here's perhaps the best part of all: While SuperSTOL looks gnarly and extreme sitting on the ground, it is a complete pussycat in the air, willingly doing the pilot's bidding and exhibiting uniformly gentle flight characteristics. A hearty congratulations to Troy and his team including partner Gary Schmitt.

SuperStol: Able to leap tall RVs at a single bound. Drawing lots of attention is the Just Aircraft SuperStol LSA kitplane (soon to be an SLSA) that has self-deploying leading edge slats, oleo main gear shock-absorbing struts (with humongous tires), even a shock absorber for the tailwheel. I found out later I was the first flywriter to get some time in the critter. Whether true or not, I felt like a kid on his first flight again: what a fun airplane! True — and amazing — STOL performance befitting a Helio Courier-style plane. My report will be out soon in Plane & Pilot magazine.

It’s the third day at Sun ‘n Fun. Breezy, hottish (high 80s), humid: in other words, classic Florida Spring weather. The attendance seems steady if not overwhelming. I’ve been hanging out a lot in the new Paradise City Light Sport/Ultralight area and grass landing strip in the southeast corner of Lakeland Linder Airport, and enthusiastically report it is vastly improved over previous years. Biggest news is probably the merging of Dan Johnson’s LSA Mall showcase for Light Sport manufacturers right next to the grass demonstration flying strip. Now industry reps can show their wares, then roll said wares right across the grass to the strip and give their customers a demo flight. How cool is that? In the past, the Mall was near the main entrance, and Paradise City seemed much more remote than it does now. Well done, Sun ‘n Fun, for making such an improvement! There have been some kinks in the demo flight information about who can do what, when, such as a rumor that flew around a couple days ago that anyone leaving the 5-mile TFR from Paradise City (a common practice for potential customer demo flights) would not be able to return until the TFR was lifted at day’s end. Obviously, a ridiculous damper on the purpose of the entire restructuring of Paradise City if true, but the info was mostly a misunderstanding. Restrictions were in place only during a couple acts of the main airshow. The rest of the time, it was ops as usual in Paradise, including allowing demos even during the airshow except as noted, another improvement.

Another welcome change to go along with the extended runway and filled-in runway-end ditches that used to make landing sometimes daunting is the road from the main part of the show to Paradise City. Now it curves down nice and close to the runway, there are regular trams from the main gate to the area, and all in all the entire operation makes the Mall and Light Sport and ultralight flying activity dramatically more accessible and appealing ... easier for folks to find, get to and enjoy. So come on out to the show, have fun and support the winged troops, folks!

LAMA President Dan Johnson's right hand gal and spousal unit Randee Laskewitz shows me the map of the new Paradise City layout. The road from the airshow's main entrance now arcs down much closer to the now-1,400 foot grass strip at bottom.

Mike Zidziunas, or Mike Z as we all call him, hosted a big Bahamas Bash at the Breezer tent after he and his cronies did a four-ship, tight formation flyby of the airshow. Mort Crim's 22-minute video of the LSA flyover to Grand Bahama and Bimini after the Sebring 2013 Expo drew a lot of thirsty pilots. Mike's in the foreground in front of the Breezer prop, at left. Thanks Mike, great party!

At Sun 'n Fun, there's always something to catch your eye. Here's a kit car for sale; in the background, the new Zenith CH 750 Cruzer, flown 1,000 miles to the show by company head honcho Sebastien Heintz. The kit (no word yet on whether it will go SLSA) is equipped with the UL350iS 130-hp fuel-injected UL-Power engine and a Dynon SkyView glass panel. The leading edge slats of the CH 750 are gone: this is meant to be an LSA-style ... well, Cruzer.

This year, bright blue, puffy-cloud skies drew more than 20 SeaReys to the Garner's back yard/grass ramp on a small lake in Auburndale. Even Progressive Aerodyne (SeaRey builders) CEO Adam Yang and President Kerry Richter dropped in. Kerry gave enthusiastic demos well into the afternoon ... on his day off. Globe-hopping SeaRey veteran owner/pilot Dan Nickens who flew me around for air2air photos in the Bahamas (story in April issue of P&P) did me great service once again so I could get air2ground shots of the event. Thanks again, Dan!!!

At Sun 'n Fun 2013, big kit manufacturer Zenith Aircraft debuted their new CH 750 Cruzer. Is it truly something new under the Sun ('n Fun)? Zenith said, "While influenced by its well-known STOL predecessors — STOL CH 701 "Sky Jeep," CH 750, and four-seat CH 801 sport utility aircraft — the CH 750 Cruzer is an all-new design." Company president Sebastien Heintz observed that many customers do not need off-airport capability or extreme STOL (short take-off and landing) performance so his team optimized the new design for cruise and more conventional hard-surface airports while yet retaining the popular enlarged cabin features of the STOL CH 750.

Zenith's new Cruzer 750 sports a brand-new airfoil with a single streamlined strut. The empennage is also new with a symmetrical stabilizer and a shortened horizontal tail span. The vertical tail features a fin and rudder replacing the traditional all-moving vertical tail design of the STOL series. Not needing big tires for rough fields, Cruzer has smaller 5.00 x 5 aircraft wheels and new wheel fairings. The instrument panel of the new design is also wider and more conventional than the STOL CH 750. The earlier model has a narrower instrument panel to improve forward visibility in extreme nose-high attitudes associated with STOL flying.

Sebastien flew the new Cruzer 1,000 miles from the factory in Mexico, Missouri. The speedier '750 is powered by a UL350iS 130-hp fuel-injected engine from UL-Power. It also boasts the latest Dynon SkyView glass panel display system. The Cruzer on display at Sun 'n Fun weighs 780 pounds yielding a useful load of 540 pounds at a LSA gross weight of 1,320 pounds. The company reports cruise speed is 118 mph (103 knots), rate of climb is 1,200 fpm, and stall speed is 39 mph (34 knots). Existing firewall-forward engine packages are readily available for the Continental O-200, Rotax 912 series, Viking (Honda), Jabiru, and Corvair engines. Component kits are scheduled for delivery starting in May 2013.

CORRECTION 4/10/13 — Due to a misinterpretation of Just Aircraft's recent news release I must update an earlier report. The company did indeed take its 300th order but it was for all versions of the Highlander model, not just the SuperSTOL. At Sun 'n Fun 2013, company leader Troy Woodland confirmed very strong interest in the STOL model and expects around 60 orders in the first year since it was introduced. The big plus of my conversation with Troy is an impending flight in the remarkable-flying SuperSTOL, which I will report as soon as possible. Amazing SuperSTOL! — We've got a few news items as we head to Sun 'n Fun where lots more will emerge. One of the big pre-show items was news from kit and SLSA producer Just Aircraft who reported the number 300 order for its Highlander. On a visit en route to Oshkosh last summer we stopped to visit the company and saw the SuperSTOL design taking final form. That's only eight months ago and Just Aircraft has since reported keen interest. With its two-section, slatted wing, the Highlander can cruise at 110 mph, land at 32 mph and take off or rollout in only 150 feet (and we've seen them prove it). Landing gear with long strut shocks can handle aggressive landings off-airport. Combined with large Fowler flaps SuperSTOL can be flown at extremely high angles of attack permitting it to land in very small or inclined clearings.

We were quite impressed with both the factory and this new airplane but clearly it flipped a switch for plenty of others, too. The Walhalla, South Carolina company reported steadily selling three kits a month last summer and that's a healthy performance in the midst of an economic downturn (or pretty much anytime for that matter) but their SuperSTOL has substantially increased business activity since our visit. In an interesting sidebar, the company notes that all existing Highlanders can be retrofitted with the new folding SuperSTOL wing. The Highlander SuperSTOL can be configured as a taildragger or nosewheel aircraft (though why you'd want the latter is beyond me). Check out more details in this video but hearty congratulations to Just Aircraft for their inspirational work!

Beringer Upgrades Wheels & Brakes — You may not know the brand but Beringer is a formidable producer in Europe. Their specialty is wheels and brakes (image). "Beringer announced a new two-piece lightweight six-inch main wheel and brake assembly for LSA and other very light aircraft, featuring greater strength, lighter weight, and longer brake-pad life than ever," said company president, Gilbert Beringer. The new wheel assembly is 6.3 ounces lighter than even the lightweight three-piece Beringer predecessor; and its static load is increased, for aircraft rated up to 1,870 pounds. Brake pad life projection has been upgraded to 1,500 cycles, for further savings in cost and downtime. The SL wheel assembly is available now at $598 plus shipping. Email their U.S. agent for more info or call 708-667-7891.

Cushy Seats for CubCrafters — CubCrafters announced availability of new Oregon Aero seat cushion systems for their LSA models: Carbon Cub SS, Sport Cub S2 and Carbon Cub EX. CubCrafters said the new cushions are an entirely new design from Oregon Aero, intended exclusively for CubCrafters' LSA models. Oregon Aero COO, Tony Erickson, said, "These new systems embody the sum of our substantial experience of maximizing pilot and passenger comfort. The design shifts the hips, pelvis and back into proper position while the visco-elastic foam distributes weight evenly and eliminates hot spots." Customers can order cushions in black leather or fabric. Buyers of new LSA aircraft may select the new seats as an option and current owners may upgrade their front seat by returning it to CubCrafters. They can purchase aft seat cushion upgrades separately.

Phil Lockwood Explains Everything Rotax — Phil Lockwood's Rotax Aircraft Engine Forums are some the best attended talks at major airshows. At Sun 'n Fun 2013, visitors can hear Phil Lockwood speak about the Rotax two-stroke engine on Wednesday, April 10th, 2013 at 10:00 AM to 11:15. The forum will be held in the new Paradise City area on the southeast of Sun 'n Fun. Phil will inform listeners about fuels, specifically about the use of 100 LL avgas or ethanol mogas plus he will cover which oil products have proven well in company evaluations. The next day, Thursday, April 11th from 10:00 to 11:15 , he'll discuss the Rotax 9-series of four-stroke engine on also in Paradise City. In the second talk Phil will present the comparison test his company has been running on an AirCam where they installed a carburetor 912 ULS on one side and a fuel-injected Rotax 912 iS on the other. No one else has this info. Lockwood Aircraft Supply said it is the number one Rotax service center in North America.

Mike Z is "The Man" — Lots of LSA folks have come to know Mike Z one of three ways: He's the Breezer importer; he was given the honorary title of "Ambassador" for his efforts to bring pilots to the Bahamas on several occasions; and, more recently, Mike Z moved his operation from Plant City to Lakeland Linder airport. In fact, he operates his aircraft sales and service business plus a very active flight school right on the campus of Sun 'n Fun, occupying one of the organization's hangars. His most recent accomplishment? He earned Inspection Authorization privleges. Many other top mechanics also have this credential, but Mike's path is unique. He started with his Light Sport Repairmen-Maintenance rating, and then proceeded to get his A&P license, the first to do so from the LSA ranks, he reported. Now in another first, his full mechanical title is LSRM A&P IA. (Thank God FAA loves to abbreviate everything.) Congratulations, Mike Z!

China Starts to Embrace LSA — A Chinese aircraft dealership operated by Zhang Changyi opened recently in a cluster of buildings surrounded by farmland on the edge of the capital of Beijing, offering several Light-Sport Aircraft including the Sting and Pipistrel models. It was reported, "Zhang hopes to profit from the growing ranks of wealthy Chinese aspiring to own private aircraft." He may be onto something even while the government slowly decides how to open the airspace. "We've sold three aircraft in the last four days," he said during a visit when he showed reporters a warehouse filled with gliders, LSA, and helicopters. Apparently, it is a target rich environment despite very modest airplane ownership at present. State media reported only 150 such aircraft registered in 2011, despite an estimated one million millionaires as a result of the nation's economic boom. Zhang said his customers can fly inside a 2.5-mile area surrounding the airport — run by a Beijing flying club — at heights of up to 500 meters (1,650 feet), thanks to an agreement with the local Air Force base. While we welcome Chinese aviators to the ranks, the report ought to make you thankful you live in a free country.

Thanks to a credible survey effort at Sebring 2013, we have some demographic information that is difficult to obtain. We also found out how Sebring Expo's 20,000 LSA enthusiast attendees felt about the event. On Friday and Saturday, TouchPoll South Florida used six iPad stations to survey 540 respondents, a sample size yielding a 95% confidence factor. TouchPoll reported that only fully completed surveys were used to collect data on 25 questions, which they said took three minutes to complete.

The starting question will surprise few with 74% of respondents between the ages of 42 and 71; the biggest single decadelong age group was 62-71 years of age at 32%, again not particularly surprising. However, one unexpected fact was that nearly 23% of respondents were female (perhaps attending with a male but nonetheless willing to participate in the survey). Another revelation was that the largest single income group was $50,000 and under at about 21% although 46% reported incomes north of $100,000. A third of respondents filled in the middle ground of income. Those with university bachelors degrees or better composed 52% of the total.

How surveyed people found out about Sebring was all over the map with the largest component (38%) being returning visitors. First time visitors mostly credited good, old reliable word-of-mouth. Those motivated by websites and trade publications accounted for a fifth each. Now, here's a surprise: first-year attendees numbered the biggest group, an impressive 40% with those in their second or third year at another third. So, of nine Sebring shows, 73% are relatively new to the event. Only 6% have been attending since the first years. Two-thirds came by themselves or with one other person, though 28% were in a group of 3-5 persons. Most planned a one day stay (67%) so they didn't require overnight accommodations. More than 91% came to Sebring without any children 18 years or under, a clear message about how well aviation is reaching out to youth.

An aviation-active state, Florida understandably dominated at 65%. While 35% came from other states around the U.S. — and including 6% international visitors — Sebring is rather clearly a regional show so other events like the Midwest LSA Expo and the Rocky Mountain LSA Expo can help serve other regions. An important question relates to the number of pilots among those surveyed and the answer is 67%. Of those, Private Pilots were 65%, Commercial 23% and more than 20% hold a Sport Pilot Certificate. Those presently owning an airplane was also substantial at 67%. Some 12% planned to come and buy. Extrapolating that to total attendance, we're talking well over 2,000 potential aircraft buyers. No wonder the LSA industry flocks to this show. Those coming to look at accessory items they want to buy accounted for 38%, or more than 7,000 potential buyers. By the way, 82% of those attending are not in the aviation business; 29% are retired.

How did respondents like Sebring Expo 2013? Very well, I'd say, with 41% calling it "Excellent" (the top rating), and 49% calling it "Good," for a 90% positive evaluation. Only 3% found it just "Fair." The choices were five levels plus "Too early to tell." Many left comments that will help the Sebring Airport Authority and leaders like Jana Filip further improve the Sebring U.S. Sport Aviation Expo as it plans the 10th Annual event for 2014. Thanks to Sebring for providing this useful information. For more on Expo and to see news and other items of interest all year long, go to the Sebring Expo website.

An "engine" is a machine distinguished from an electric, spring-driven, or hydraulic motor by its use of a fuel, by which most mean gasoline or diesel fuel. An electric powerplant is often referred to as a motor to make it distinct although "motor" is defined as a device that converts any form of energy into mechanical output, which would include engines.

Without fretting over the definition, Evektor flew their new "motorplane" (my word) recently and this post presents our view of this accomplishment. We've reported several electric aircraft projects, for example, Yuneec's Spyder and their larger e430 mentioned in my full-length article on electric aircraft. We've also covered Randall Fishman's ULS (which will be on display in the LSA Mall at Sun 'n Fun) and several others. To read all our 37 articles of coverage, type "electric aircraft" in the Full-text Search box on our Search page. However, one thing we have not seen is a fairly stock Light-Sport Aircraft adapted to electric power ... until EPOS.

Evektor EPOS stands for "Electric POwered Small aircraft" and the design made its first flight from the Kunovice airport in the Czech Republic on March 28, 2013 flown by factory pilot, Radek Surý. He made two flights that day, one of ten minutes and another of 30 minutes. Evektor reported that EPOS is powered by a Rotex RE X90-7 50-kW electric motor, equivalent to a 68 horsepower combustion engine. (Rotex is not affiliated with Rotax Aircraft Engines.)

"I perceive a close parallel with the automotive industry. In that field, electromobility also struggles for its place on the market, which it deserves, but in doing so it must overcome a number of technical problems. I am convinced that the range of potential electric driven sport aircraft is very wide," said the manager of the EPOS project, Martin Dr|tička. "Now we have to pass through the period of tests and improvement of technical parameters which will enable us to achieve our goal: a fully operational sport aircraft powered by an electric motor," said Evektor Managing Director, Václav Zajíc. The company added that the experimental operation of the SportStar EPOS was done in cooperation with the Czech Light Aircraft Association.

Evektor said the objective is to develop an aircraft which can be used both by private customers, as well as flight schools as a suitable aircraft for initial pilot training. The EPOS project is made possible through financial support of the Technology Agency of the Czech Republic. People attending Aero Friedrichshafen in Germany from April 24-27, 2013 will be able to see EPOS on display. The first flight video appears below. To read all our 37 articles of coverage on ByDanJohnson.com type "electric aircraft" in the Full-text Search box on our Search page.

Snap! Crackle! Pop! It's not just for breakfast anymore. Among the vast array of light aircraft I am only aware of a few other single seat models ... Here's a U.S. example (video) and here's some European single seaters. None of these has yet gone through the process to become Special LSA but that might be changing now that Italian giant Tecnam acquired a, well ... snappy little bird with a catchy name. Tecnam already has the broadest number of models in the LSA space but just to be sure of keeping this title, the company recently announced their new low wing Astore and now they follow with Snap.

Americans have seen Snap before, but Tecnam gives it much more market presence. Snap is a single seat, low wing, fixed landing gear aircraft with a high power-to-weight ratio and the capability to perform aerobatics with low operating costs. Its structure is welded 4130 steel mated to light alloy wings and tailplane. Snap's rudder and ailerons are made from composite carbon and glass as are the fuselage exterior and engine cowl. The lower tailcone is covered by fabric. With a maximum take off weight of just 950 pounds and powered by up to 130 horsepower, Snap certainly appears ready to perform.

Aimed specifically at aerobatic flight, Snap was designed and developed by Fabio Russo, who is now the head of research and development for Tecnam Aircraft. Tecnam recently acquired rights to the Snap and will manufacture the airplane at its facilities in Naples and Capua, Italy. SportairUSA, the American marketing and distribution company that introduced the Snap to the U.S. Light-Sport market, will continue as the American distributor. SportairUSA has been led by Bill Canino for many years and made a name as the importer of such well-liked models as the Sting and iCub. The company also sells seaplanes and performs a wide range of maintenance services from its home at the North Little Rock Municipal Airport (KORK).

"Snap is fun to fly, competitive, and very inexpensive to own and operate compared to conventional aerobatic aircraft," observed Canino. He expects, "It will be certifiable as a production [or Special] Light-Sport (SLSA), Experimental Light-Sport (ELSA), or Experimental-Exhibition (EE)." Progress reports on testing and documentation of the airplane will be reported at the Snap website as new information becomes available.

Snap's standard 9.2-gallon fuel tank is centrally located up front although Tecnam said, "It is possible to install an acro (header) tank below the main tank that allows the aircraft to perform inverted flight if the electronic injection engine and inverted oil system are installed." The company reported the standard engine is the 100-hp Rotax 912 but the fuel-injected 912is can be installed as well. "It is [also] possible to install a special Rotax 912-derived engine with an extra 23 horsepower where allowed (Experimental category only in the USA). "In competition or in practice Snap burns five gallons per hour of premium auto fuel and little-to-no oil, making it inexpensive to own and operate," noted Canino. Tecnam added, "Snap offers incredible performance and is easy to fly for anyone having a basic taildragger experience."

Pilot Workshops of Nashua, NH is getting with the program to help ease pilot anxiety about the transition. The company just put out three free videos that are aimed to help us all refresh our memories about Non-Towered Airport operations.

PilotWorkshops founder Mark Robidoux had this to say: “With the recent announcement of 149 tower closures, there will suddenly be thousands of pilots flying into and out of airports that had ATC services one day, and none the next. While all of us are trained in these procedures, it’s easy to become rusty if you aren’t using a skill. We wanted to make this refresher available to all pilots for free in the hopes that it makes flying a bit safer for all of us.”

PilotWorkshops.com LLC was founded in 2005 and is best-known for its free ”Pilot’s Tip of the Week” emails received by over 100,000 pilots each week. They’re crafted by several nationally known flight instructors and experts, and cover single pilot IFR operations, weather, airmanship, ATC , emergencies and more using a unique, multi-media format.

PilotWorkshops also creates and sells a range of pilot proficiency programs including IFR Mastery scenario-based training. Many thanks to the group for jumping right in to help us brush off the cobwebs. Check out the whole list of offerings for their other refreshers.

Next month, in April 2013, the Light-Sport Aircraft industry celebrates an anniversary. It will be the eighth year since the first Special LSA approval was granted by an FAA Designated Airworthiness Representative in 2005. Evektor's Sportstar was first, followed hours later by the Flight Design CT and then an amazing outpouring of innovation now stretching to 131 SLSA models approved. That's better than four brand new aircraft every quarter for 32 straight quarters; worldwide aviation's never seen anything like it. Most of the early brand names in the industry were new, at least to Americans. Yet along the way, some famous aviation names joined the party.

We've seen entries from Piper, Cirrus, Cessna, Lycoming, Sensenich, and Wipaire Floats plus the major member organizations embraced Light-Sport in their own way. One multibillion dollar company to serve the sport and recreation community has been Garmin. Much more than an aviation powerhouse, Garmin makes products for automobiles, boats, and more. Recently, they stepped up their game even further by forming "Team X," a small group of Garmin engineers working apart from the rest of the avionics staff. Garmin says these guys "understand what it's like to scrimp and save for the right radio, and what it's like to place the last rivet in a wing." Their mission: to create new products specifically for the LSA and Amateur Built communities.

In the tradition of electronic devices that remarkably get better and less expensive at the same time, Garmin recently lowered prices on their G3X series. Get more info on that here. Garmin's digital skunk works just introduced a bevy of products you might love. "These new products are designed by our dedicated experimental engineering team, many of whom are pilots and homebuilders," said Garmin vice president of aviation sales and marketing, Carl Wolf. "We're bringing unprecedented technology and capability to the amateur-built and Light Sport aircraft market at a remarkably affordable price."

To the one, two, or three screen G3X, Garmin now adds an integrated autopilot. Although LSA enthusiasts may not have envisioned such systems eight years ago, prices have come way down and many LSA have embraced them. Weight also came down, evidenced by Garmin's 1.4 pound GSA 28 "smart" autopilot servo. The servo shows its intelligence when it "automatically trims the aircraft to constantly keep it in trim." Team X also introduced the GMC 305 autopilot control panel, a dedicated autopilot user interface that delivers airspeed hold among other features. A two-axis autopilot will be available in May for $1,500 and the control panel is $750.

Icon has been promoting Angle of Attack indicators their slick A5 seaplane. Dynon added this to their SkyView and now Garmin has a new Air Data/Attitude/Heading Reference System (ADAHRS) that supports AoA functions to "provide accurate, real-time measurement of wing performance and stall margin indication to the pilot both audibly and visually." To get AoA functions you need a new pitot tube to support that capability but it's only $199. Of course, Garmin is all over the ADS-B services of free weather and traffic and you can learn more about all the new Team X products at the company's new LSA webpage, which has "a wealth of information including product features, hardware, pricing, photos, videos, manuals, software updates, FAQs and more."

Update 3/22/13 ... CHICAGO / Associated Press announced that the FAA put the final list of air traffic control tower closures at 149. The process of shutdown will start early in April. One key point: closures will not force the airports themselves to shut down, but all pilots will use unicom frequencies to communicate their position and intentions to other pilots in the vicinity. "We will work with the airports and the operators to ensure the procedures are in place to maintain the high level of safety at non-towered airports," FAA Administrator Michael Huerta said in a statement.

In what could be a major impact on smaller regional airports such as Salinas Municipal in California, Lakeland Linder Regional in Florida (home of the Sun 'n Fun show next month), and Wittman Regional in Wisconsin (home of Oshkosh Airventure), airlines have yet to say whether they will continue offering service to airports that lose tower staff. With the huge increase in air traffic at both those Oshkosh and Sun 'n Fun, it's likely that both venues will hire tower staff at least for those events. It's impossible to imagine them without ATC! So far, Airlines for America said its member carriers have no plans to cancel or suspend flights as a result of the closures.

This is all part of the sequestration budget cuts. FAA's mandate from Congress is to cut $637 million by September 30, 2013. The agency said it had no choice but to subject most of its 47,000 employees, including tower controllers, to periodic furloughs and to close air traffic facilities at small airports with lighter traffic. (According to another report all 47,000 FAA employees must take one day off every two weeks without pay, essentially a 10% pay cut. —DJ)

The airports targeted for tower shutdowns have fewer than 150,000 total flight operations per year. Of those, fewer than 10,000 are commercial flights by passenger airlines. Airport directors, pilots and others in the aviation sector have argued that stripping away an extra layer of safety during the most critical stages of flight will elevate risks and at the very least slow years of progress that made the U.S. aviation network the safest in the world. For example, one of the facilities on the final closure list is Ogden-Hinckley Airport in Utah, where air traffic controllers keep planes safely separated from the F-16s operating out of nearby Hill Air Force Base and from flights using Salt Lake City International Airport.

The 149 air traffic facilities slated to begin closing on April 7 are out of a total of 516 control towers in the FAA's national network. The targeted towers are all staffed by contract employees who are not FAA staffers. There were 65 other facilities staffed by FAA employees on the preliminary list of towers that could be closed. A final decision on their closure will require further review, the FAA said. The agency is also still considering eliminating overnight shifts at 72 additional air traffic facilities, including major airports like Chicago's Midway International and General Mitchell Airport in Milwaukee. There was no word Friday on when that decision will come.

John Lampson, who took me through my Sport Pilot training, is one of the busiest CFIs at Hartford Brainard, CT, wrote me to say: "Thanks for addressing this. Earning my Private ticket at a non-towered airport, I was fortunate to learn from the start that non-towered airports are not "uncontrolled" fields ... that is to say, there is plenty of order and regard for safety in that environment. Calling a fairly busy towered airport my home for the past decade, I can also absolutely see the value in having an operating control tower at certain airports. In my opinion, either environment can be operated within quite safely. One issue, however, that may arise from the abrupt closure of these control towers is the adjustment period, mixing 'towered' students who are used to taking directives from a controller, with non-towered pilots, who are quite comfortable relying on the 'transmit in-the-blind,' and using 45 degree-entry methods of arriving and departure. And that is without even mentioning higher-speed, heavier, corporate-type fixed-wing and rotorcraft traffic that frequent many towered airports on a regular basis, day and night. Form a teaching standpoint, I'm not sure exactly how Private Pilot applicants will obtain the Class D experience they can now so easily access. It is my hope that for both the pilot community, as well as the controllers who do such a great job helping keep things running smoothly, calmly offering assistance when needed to the fledglings in the pattern, and helping to keep us all separated and safe on a daily basis, that this otherwise well-oiled machine is not dismantled and left to rust while government continues to create new problems and wastes more money."

Meanwhile, back at the political ranch, the Senate and House have both passed budgets at long last, each of which is pretty much guaranteed not to get through the opposite house.

••• Now back to Jim Lawrence's original article posted March 21, 2013. •••

You've probably heard by now that part of the fun of the so-called sequestration budget cuts across the U.S. economy includes the planned closure of as many as 238 FAA and contract control towers — nearly half the national figure of 515. Other reports cite 177, 189 and 212 airports. No matter who you believe, it’s a major change that will affect thousands of FAA and contract employees and could have a negative impact on air safety and traffic control, just for starters.

Local FBOs and pilots, aviation organizations like AOPA and EAA, GA business commuters to name just a few have raised a hue and cry from coast to coast.

FAA has been notifying airports that their towers are scheduled to close in the coming weeks. The list spreads the pain nationwide and includes names most of us are at least aware of, and many have flown into at one time or another — Mobile Downtown in Alabama, Santa Monica in Southern California (one of 9 in So Cal alone!), Front Range in Colorado, Orlando Executive in Florida, Hartford-Brainard in Massachusetts (the busy GA airport where I got my Sport Pilot ticket) and Cuyahoga County in Cleveland, Ohio. Only six states escaped the cut, with the largest, most-active GA states such as California (23), Florida (20) and Texas (19) among the hardest hit.

Here’s a complete list of ATC facilities that could be closed. Most airports that have their towers shut down will transition to uncontrolled fields. That should be interesting, to put it mildy, in places like Santa Monica, Collin County Regional in Dallas and Orlando Executive. Senator Jerry Moran of Kansas (think Wichita Tin) proposes a bill to restore funding to nearly 200 FAA and contract control towers. EAA applauds the effort but cautions against “undermining other FAA programs that would provide long-term benefits. Sen. Moran’s proposed amendment would move $50 million of undesignated funds from FAA research and capital projects to fund contract control towers throughout the nation. EAA’s VP of Government Relations, Doug Macnair, said, “With general aviation bearing more than 90 percent of the FAA’s mandated budget cuts under sequestration, it’s gratifying to see Congress engaging in a discussion about maintaining safety through important GA services that have been proven cost-effective. While the contract tower program is very important to busy GA airports, we must be mindful that diverting R&D funds to support contract towers is not without significant consequences.”

Another downside, says EAA, would be the loss of the Piston Aviation Fuel Initiative, a program was designed by industry and the FAA to evaluate viable unleaded replacement options for 100LL avgas. Cuts would affect most GA operators, in an atmosphere of the Environmental Protection Agency’s attempts to kill leaded aviation fuel altogether.

LSA aircraft will not be impacted by such a shelving, at least not models that use Rotax or other powerplants that run just fine on mogas (auto fuel), which is nearly the entire fleet. Online aviation readers across the country are weighing in. Here’s a sample from various aviation websites:

• Many of these towers should have closed years ago. GA has declined while the number of towers has increased. Uncontrolled fields work very well when the traffic is low.
• Alas, “everyone” DOESN’T agree that the federal government spends too much money. To wit: Until we agree on what we want the government to do, we don’t know if it’s spending “too much” or not…What’s clear is that we’re not paying for what we’re currently asking the government to do, so something definitely needs to change to get that into rough balance.
• Flying in and out of a non-towered airport is easy. Folks get nervous when their routine is disturbed or their workload changes.
• I like the folks in our local control tower, but from a financial and traffic count point of view, I have to say that the local tower makes no sense. Must be really boring to sit there and see nothing going on hour after hour.
• Most of the airports scheduled to lose their towers should have them closed. Those towers are …relics of past glory days or as political gifts to support a local politician’s delusion of grandeur.
• In looking through the list, there are airports on there I could never figure why they had a control tower to begin with!
• I regularly fly into a good number of the airports on the list, especially in Florida. Most every time I wonder why they have a tower, they are just not that busy!
• Pew just did a study asking people about 19 different potential areas for cuts – and the public answer was essentially none of them. In the abstract, people say “spend less”, but in specific terms, the answer changes. We need to get over that and make some hard decisions.
• Oh no!!! Not Roswell!!! Little green men might die!!! Rather than picking 100, out of that list of 200 towers, why don’t we just close all 200 of ‘em?
• This reminds me of electricity and its supply. People oppose all aspects of its expansion – no new generation plants, no new transmission lines etc. But demand is increasing! At some point everything will collapse then what does everyone do? Blame the government of course.
• The meat-axe is a poor way to do this…(“Tea-Partiers”) have finally shut off the Federal government spigot and cost jobs and safety. You will soon learn how vital the government really is, and it may cost a few pilots’ lives, and some on the ground, to re-learn that aviation safety is a TEAM effort, not just a “pilot” thing.
• Fundamentally this is about maintaining the current tax structure enacted under President Bush while President Obama wants to go back to a tax structure that looks an awful lot like the tax policy of the Clinton years…and which produced better results? Spending cuts Republicans are proposing are very much like the current UK austerity program. Look at those results – the deeper the austerity, they deeper the deficit.

As you can see, opinions range all over the map. My take: politics aside, intelligent leadership at all levels must include a willingness to compromise for the good of all. That has traditionally been the only rising thermal that lifts all aircraft.

Tecnam announced that it will reveal their "Astore" next generation Light Sport Aircraft at Aero Friedrichshafen 2013 in Germany on April 24th. "Astore is an all-new, two-seat, low-wing airplane that offers superlative performance," wrote company officials. The Italian company celebrates its 65th year in 2013 and saw fit to name the new model accordingly. "What could be more fitting in this special anniversary year than for Professor Luigi Pascale, Tecnam's legendary head of aircraft design, to name his new creation in honor of his first production aircraft, the P48 Astore." Tecnam has a tradition of naming models for the year the design was introduced.

Tecnam said their new Astore "affords the pilot the smoothest and most pleasurable flight with innovations such as an Apple iPad® mini supplied with each aircraft as standard." They'll use a Levil G mini WiFi connection to supply information for the smaller Apple tablet so it can act as the Astore's Primary Flight Display. Compatible third party applications suited to the iPad® mini will give the inexpensive tablet novel and ever-evolving capabilities. Tecnam reported that they will pre-install a dedicated app useful to compute the actual weight and balance and provide checklists specific to Astore. The iPad® mini will also include all Pilot Operating Handbook sections.

Designers created "a new ergonomically designed interior allowing for enhanced all round visibility, controls and switches that can be easily reached, and the use of softer materials affording a more comfortable flight." To power the Astore, Tecnam will let customers choose the carbureted Rotax 912ULS, the newer fuel-injected 912iS, or a turbocharged Rotax 914 engine.

"We have built our reputation at Tecnam on producing airplanes that offer outstanding value, beauty, and efficiency," said Paolo Pascale, Tecnam's Managing Director. Astore joins a fleet of LSA aircraft including the Echo in several variations, Eaglet, Bravo, P2008, and the also low wing Sierra (nearby photos). Although all have sold well in the USA, the all metal Sierra has more FAA registrations than any other single model, so it would appear Professor Luigi and Director Paolo Pascale are appealing to those who prefer this style of construction. LSA fans will get their first chance to see Astore and to get more information at Aero. The show runs Wednesday April 24th to Saturday 27th and ByDanJohnson.com will be sure to update this article after viewing the new model.