SPLOG
 

...a web log of developments in Sport Pilot/Light-Sport Aircraft
Most recent 20 postings.


Icon Demonstrates Progress to Production Goal
By Dan Johnson, April 23, 2014

One of the most celebrated of the Light-Sport Aircraft fleet is Icon Aircraft's A5 seaplane. The Southern California company has passed the benchmark set by Cessna after they first announced their Skycatcher to great fanfare back in 2007. Since Icon first emerged in 2005, the company has gone from one man with an idea to one of the largest players in the LSA space ... yet they have yet to produce their first airplane. Some aviators have voiced concerns the company is a marketing juggernaut that raises money but builds nothing. To confront this perception and in preparation for their usual announcements at AirVenture — the only show where Icon chooses to present itself for the time being — Icon released photos and some details of their work to make production a reality. One of their earlier announcements related to engaging SR20 and SR22 manufacturer Cirrus Design to do component assembly. The move seemed smart as Cirrus is closing on production of 5,000 airplanes made in ways similar to what is needed by Icon.

Look under the skin with an X-ray view of components of the A5.
At AirVenture 2013, Icon was able to announce obtaining a weight exemption after a protracted wait from FAA. This was reputedly a key ingredient to allow manufacturing of the aircraft customers were expecting. Somewhat earlier the company indicated it had all the funding it needed so some Icon watchers expected to see more about manufacturing. Now Icon has said, "As [our] A5 moves closer to FAA approval and serial production, the Icon team continues to progress with assembly of the first A5 production prototype. Engineering Serial Number 1 (ESN1) — currently being built at ICON's facility in Tehachapi, California — is the first of several planes that will support the FAA compliance audit for LSA airworthiness. Before a new company can enter into serial production, their design and manufacturing systems must undergo a very thorough audit of those processes if the FAA chooses. After proving themselves, to include test flying a conforming example, and following FAA review, manufacturing can commence. In the past the process from FAA's first visit to production beginning can run three or more months (more time if many "findings" were discovered that need "corrections"). Given their preparation, Icon can be expected to move relatively swiftly through approval.

Icon technicians prepare parts for bonding and assembly by trimming excess material and drilling the holes required for installation of aircraft systems. A technician uses green lines for reference as he trims the center wing skin. Another tech in the background drills holes in the center wing spar.
ESN1 will be the first aircraft from Icon to be built using production tooling. The company said, "[ESN1] is on target for completion later this year." In the third quarter of 2013, company vendors began manufacturing aluminum, steel, and carbon fiber molds Cirrus Aircraft will use to build the composite airframe components for production A5s. Additional suppliers began construction of the assembly fixtures or tooling Icon will use to manufacture completed aircraft. "To date, all airframe components and assembly fixtures have been received at [our] facility," Icon reported. The company observed that an A5 LSA seaplane consists of more than 2,000 parts and they have created a dedicated inventory storage hangar, barcode tracking system, and an inspection station for all these component parts. Such a system is part of what FAA will review during their design and facility audit.

Steel assembly fixtures for the center wing are ready to receive wing skins. Parts are held in place during assembly by suction from a central compressor and vacuum lines.
Icon's team is currently focused on ESN1's structural composites, and workers have begun bonding all major components of the airframe, including tail, fuselage, wings, control surfaces, and canopy. As the structure of ESN1 comes together, the team will transition its focus to systems integration, meaning installation of the engine and prop plus electrical systems, landing gear, interior, and parachute systems. "Years of design and preparation have gone into creating the A5," said Icon, "and [our] team is thrilled to see the first production aircraft coming together in physical form." Photos with this article provide a look at the progress Icon's engineering team has achieved as the company approaches an important production milestone.

In the video below, Kirk Hawkins and Steen Strand promote California's Stanford Graduate School of Business where the two Icon founders met. Enjoy some great flying scenes while hearing how their collaboration started.





Sun-Delivered Electric Power on Sunseeker Duo
By Dan Johnson, April 22, 2014

The developer refers to this long sleek flying maching as, "the first solar powered airplane with a passenger seat." After his many years of development — longer than other projects that have captured more media attention — Eric Raymond's Sunseeker Duo may be the most advanced solar powered airplane in the world and ... he adds, "the first that might be suited to production." True, with its 71.5-foot span, this may not be your ideal cross country machine for a family of four. However, soaring enthusiasts should note the resemblance to the top-of-the-line Stemme S10 motorglider. Indeed Sunseeker can soar with the best of them. Electric powered aircraft fans may also want to look closer. For that I direct you to the developer's website. One more group might also be interested: green tech companies or component suppliers that would like to assist further development while getting themselves some fine publicity.

Read my earlier article on Sunseeker.
The project is run by husband and wife Eric and Irena Raymond. I've known Eric for decades as a champion hang glider pilot and more. After flying in contests when we were youthful, Eric turned his keen powers of concentration on more efficient, more sustainable flying. Today, he announced that his company, Solar Flight, has been extensively test flying their new solar powered Sunseeker Duo. A first flight, in Voghera, Italy, happened on December 17th last year, on the same day the Wright's took to the air 110 years earlier in a unimaginably less efficient Wright Flyer. You can readily see how smooth the fuselage is and observe it's long slender wings covered from tip to tip in solar cells. What you may not know is how challenging it is to make a solar-powered aircraft. Eric said, "The structure must be incredibly light and aerodynamically efficient to perform well with only the power from integrated solar arrays." He added that because of the difficulty, solar powered airplanes have primarily been built as engineering programs that seek to break records or win prizes. Eric's mission is to make a high performance, practical sport plane.

Solar Flight testing the main gear retract mechanism. See video below for the full sequence.
Eric explained the history of his family of Sunseeker airplanes, "Sunseeker I first flew in 1989 and during the summer of 1990 it became the first solar powered airplane to cross the United States. A long series of modifications resulted in a new airplane, Sunseeker II, which was completed in 2006. In 2009, Sunseeker II made a tour of the European continent that included the first solar powered crossing of the Alps. Eric said the original airplane has logged more time than the combination of all other solar powered airplanes. Sunseeker Duo is the most advanced airplane to date. It uses all of the lessons learned during 25 years with the original Sunseeker and implements new materials and new technologies." Modern lithium batteries have seven times the capacity of the nickel cadmium batteries Raymond used in Sunseeker I. Eric reported that back then he couldn't imagine solar cells with the efficiency of contemporary panels. In 1989, 5% efficiency was considered good for thin film technologies needed for application to airplane surfaces.

Watch our video on Sunseeker Duo from Aero 2013.
Sunseeker Duo has a wingspan of 22 meters (71.5 feet); an empty weight of 280 kilograms (616 pounds) and uses 1,510 solar cells that offer an impressive 23% efficiency. The motor has a maximum output of 25 kilowatts (33 horsepower). The airplane is able to cruise directly on solar power with two people on board and is capable of durations longer than 12 hours. Sunseeker Duo uses a battery pack located in the fuselage to store energy harvested from the solar cells which line its wings and tail surfaces. "Flying a solar powered airplane really can't be compared to anything else; it's totally unique. In sailplanes you are usually stuck under the clouds and in conventional airplanes you have terribly noisy cockpits. In both you have a sense of urgency about energy that detracts from the experience. In a solar powered airplane, you fly on top of the clouds. The horizon looks a little different when you're flying with an unlimited supply of free energy." stated Eric Lentz-Gauthier, one of the pilots of the original Sunseeker.

If interested to help Solar Flight bring their product to market, contact Eric Raymond. Meanwhile, enjoy this video of the Sunseeker Duo in flight.



Flying through the Great Halls of Aero 2014
By Dan Johnson, April 16, 2014

Aero 2014 is history now but sorting through all the discoveries and reviewing hundreds of photos I shot will consume more time. Just to give a flavor of the diversity in the halls, I present some images below with photo captions. As time allows I will provide several articles about aircraft and concepts contained in the great halls of Aero. One topic I will not cover is the large number of radio control or other model airplanes I saw. In some years, such can take an entire gymnasium-sized hall by themselves ... fascinating! Yet the image you see nearby is a shot taken by a small quad copter (photo inset) with its wide angle lens. Such tiny flying machines are surely part of our future and seeing things below is part of their mission (for better or worse). My LAMA Europe associate and friend, Jan Fridrich, asked a vendor to shoot the image you see, which would not have been possible by any means other than a hydraulic lift. Instead, this took a few seconds and cost virtually nothing, which tells you all you care to know about the coming age of aerial surveillance.

Flags of many nations fly over Comco's exhibit, representing the dozens of countries sending visitors to Aero 2014.
In the images below, I offer you a further glimpse to accompany my first impressions piece and a couple articles presented since. Following these I expect to prepare articles on a variety of engines I saw at Aero plus a wider review of the many handsome gyroplanes one found in exhibit after exhibit. I took a look at several four seaters other than those I've already written about from leading LSA vendors (watch out Cessna, Piper, Cirrus, & Diamond!). I'll write more about the wave of small, highly affordable aircraft being developed in response to lightened regulations ... yes, rule writers actually loosen their grip on occasion, and when they do, innovation can blossom. I will also touch on aircraft from countries you hardly know exist, yet companies and their engineers in those nations have created some eye-catching aircraft. The world of aviation is rich at Aero. In their wrap-up news release, show organizers made these statements: "In global aviation, Aero has a strong standing; pilots and aircraft experts from around the world come to Lake Constance [in the very south of Germany]." At the end of the event facility CEO Klaus Wellmann and Aero project manager Roland Bosch gave a positive assessment of how the exhibition went for all participants, "With 606 exhibitors from 35 countries ... a highly professional and international range of general aviation was present in Friedrichshafen [and an] audience from around the globe had the industry conference on its flight plan: 33,400 visitors came" representing a modest growth from last year.

Rotax BRP received the German aviation magazine Aerokurier's innovation award in the category "Powertrain of the Future" for the Rotax 912 iS aircraft engine. Pictured are Thomas Uhr, vice-president of BRP's Austrian manufacturing facility and Rotax engine sales manager Christian Mundigler (R). The company's newly introduced 912 iS Sport is getting positive reviews. For more info: Rotax Aircraft Engines and Rotax BRP
Diesel engines power most long-haul trucks, millions of automobiles in Europe and ... very few airplanes. Yet they are surely coming as they can burn fuel available in many countries. The four cylinder DieselJet engine from Italy produces 115 horsepower (85 kW) and weighs 187 pounds (85 kg) dry. For more info: DieselJet
Tecnam produces not only the largest line of aircraft in the LSA space but reports building more than one every working day, a most impressive pace. To assist pilots requiring hand controls, they showed this Sierra fitted for use by disabled pilots in the UK. The British group receiving the Sierra is pictured with their Aerobility airplane. For more info: Tecnam Costruzioni Aeronautiche
At Aero I have seen many very clever ideas for wing shape and air control over the wing. As elegant as any is the internally slotted wing seen here (pay particular note to the inset photo). However, the Ellipse Spirit wing shape is also beautiful with its gently curved leading and trailing edges, a technique also used on the horizontal tail (not seen). For more info: Ellipse Spirit
We've seen the Skyleader 600 at recent airshows in the USA. It's a handsome all-metal low wing airplane with a backward hinging canopy. Jacksonville, Florida-based importer, Randell Dutton, indicated he will next bring in this GP One, which offers lower cost and is aimed at flight school use. It uses a different construction technique than other Skyleaders models. For more info: Skyleader GP One and Skyleader USA.
A few Samba LSA came into the USA although the current importer for Distar CZ only appears to promote the company's Lambada motorglider. This airplane's jaunty winglet and compound leading edge caught my eye but I was even more impressed with the creative graphic treatment that runs nose to tail. Europeans show a flare for presentation we don't often see in the USA. For more info: Aeronautical & Industrial Resources USA
Spain is not a country from which Americans see many light aircraft but that could be changing as one importer I spoke to at Sun 'n Fun may import a gyro from ELA Aviacion. The company has several models but this 10-Eclipse, debuted at Aero 2014, drew my attention more than any other. Inside and out, this is clearly an advanced state of the gyro artform. For more info: ELA 10-Eclipse
On a few occasions, I have written about Atol Avion's Amphibian (earlier article). In their newest model shown nearly ready at Aero, I find a rare mostly-wood structure LSA candidate. Finland, way up near the article circle, is blessed with lots of high quality wood and lots of water. The airplane shows many clever design aspects, for example, staggered seating that explains two-position center control "yokes." I'll have more on it later. For more info, read: Atol's blog

Jeppesen’s VFR App Is Developing Rapidly
By Dan Johnson, April 13, 2014

For most of the years I have been flying, we (in the USA) had NOAA aviation charts and Jeppesen Sanderson charts. Other companies supplied maps and charts as well, but NOAA and Jepp dominated. The National Oceanic and Atmospheric Administration aeronautical charts were published by NOAA's National Ocean Service until publication was taken over by FAA in October 2000, coincidentally the same year Jeppesen was acquired by Boeing. NOAA charts were cheaper but a large measure of pilots felt Jepp charts were superior. For many years Jeppesen has served four market segments: airlines, business aviation, general aviation, and the military. The Colorado-based enterprise is celebrating its 80th anniversary since Varney Airlines pilot Elrey Jeppesen made the first aeronautical charts to navigate in flight in 1934. For more on the company's long history, see Wikipedia's entry.

Jepp charts were king for decades until the digital revolution disrupted many things in life ... from cameras and taking photos to electronic communications to widespread GPS use to HD television, and much more. Among those disruptions was Jeppesen's paper chart business. At Aero 2014 I heard a flight instructor chastising Jepp staffers about the company's discontinuation of paper charts — he worries over instruments or devices going dark and the pilot having no backup (though I'll wager he no longer depends on candles). The truth is Jeppesen's chart business went into decline with the introduction of the iPad four years ago. It isn't coming back despite what the aforementioned flight instructor prefers. Jeppesen realized they needed to adapt and they did so with products for airline pilots and more under the heading of EFB, or electronic flight bags. All fine and good but the users of Jepp maps for VFR flying felt left behind. In 2013 that changed with the debut of Jeppesen's Mobile FliteDeck VFR, an app aimed squarely at the pilots who constitute the largest segment. Jeppesen was late to this party and numerous other products swept in to grab market share. Now the big company is back and their product is evolving rapidly as I heard at their press conference at Aero 2014, thanks to German Jeppesen rep' Tobias Baesch.

Weather depiction on Jeppesen's Mobile FliteDeck VFR app for iPad.
At Aero Tobias detailed version 1.4 improvements to FliteDeck VFR including expanded VFR enroute data for European countries (his focus is all non-Americas territory), graphical NOTAMs, and TFR updates. Jeppesen has been in Europe since 1957 but now the VFR app is rapidly adding countries. The entire U.S. is already covered. Mobile FliteDeck VFR data includes topographical information, terrain, obstacles, airspace, NAVAIDs, VFR waypoints, and primary airport data, including elevation, runway length, and frequencies. Weather info such as METARs, TAFs and NOTAMs are also included. To better manage the wealth of data available for download, pilots can choose to target only VFR coverage and topographical data that they want. Versons 2.0 and 3.0 are coming in spring and summer as the company adds features. Jeppesen Mobile FliteDeck VFR is available for a free download and trial phase through the App Store on iPad or on iTunes (Android tablets are not supported). A yearly subscription is modestly priced at $49. Jeppesen figures that if you fly only VFR you don't need to pay for IFR charts and approach plates.

Jeppesen supplied navigation data to many top instrument makers including leading suppliers to the LSA and light kit industry (arrows).
Simply making a paper chart digital ignores what more detailed data manipulation can do and Jeppesen exploits its long history in FliteDeck VFR's methods. Users can also easily access planned, actual, and past flights. I found it especially interesting to note a sign in their Aero display showing all the top instrument makers that depend on Jeppesen navigation data (photo). Jeppesen may be late to the iPad method of planning and guiding a flight but they're coming on strong. While noting Jeppesen is a company of 3,300 employees, Tobias Baesch said the VFR app development emerged from a "garage operation" (think Apple or Google to put this in context). The product is developing rapidly and Jeppesen will need to keep the gas pedal depressed as several other app makers will continue their fast-paced development, making this a great time for pilots to get involved with these great software developments.


Surprise Star of the Show at Aero?
By Dan Johnson, April 12, 2014

Crowds surrounded Aerolite 120 at Aero 2014. See our video on the Aerolite 103. A more recent update filmed at Sun 'n Fun 2014 will follow soon.
It depended on whom you asked. As in the United States some were skeptical at Aero. "Oh, this will go nowhere." "No one is interested" "We tried this and it didn't work." Maybe these naysayers are right, but the activity at one booth (or "stand" as they prefer in Europe) seemed to powerfully counteract that doubt. The stand was the Hirth exhibit which featured a variety of aircraft using the German powerplant. The one and only American aircraft example in the Hirth exhibit — indeed, perhaps the only light aircraft at Aero that was Made in the USA — was the Aerolite 103, or as it has been renamed here, Aerolite 120. Why the different name and why the strong interest? To clarify, by strong I mean an airplane sometimes so surrounded by attendees that you could not even get close. As further proof, Aerolite 120 was written up by several publications during the four days of Aero and also garnered television coverage. It took until the last day to photograph Aerolite 120 when I could see the airplane and not simply the backsides of those thronged around the light aircraft.

Younger pilots can actually think about owning an aircraft when it is priced as agreeably as Aerolite 103 or 120.
American know the Aerolite 103 for many years. As we found in a Sun 'n Fun 2014 video to be posted when editing is completed, somewhere around 400 Aerolite 103s have been sold. During periods of time after designer Terry Raber created this simple yet complete machine, the company was operated by persons other than Terry and record keeping was not the focus. Documented sales are around 200 but easily twice that many were delivered to customers, nearly every one of them fully built as such is allowed under U.S. FAR Part 103 rules — the entire language of which can be printed on the front and back of a single page of office paper ... itself a remarkable fact in a world of heavy regulation. Manufactured today by U-Fly-It based in Deland, Florida, proprietor Dennis Carley is fairly new as owner. He bought the company from Raber in late 2012 and brought all the inventory and tooling to Florida in January 2013. In that first year he reported 20 sales ... not a bad achievement for a re-startup. At Sun 'n Fun 2014 he said he already had eight sales in 2014 and he thought big things might be ahead as he had recently engaged a dealer in Europe. That was the Vierwerk company, the subject of this update.

You can read my pilot report on Aerolite 103. While written in 1997, most information remains valid though improvements have been made.
Vierwerk is a family affair, run by Wolfgang Labudde and wife Thilda along with their son and daughter (photo). Wolfgang put in four years with Remos back when and therefore comes to the table with experience and his eyes wide open. The aircraft will sell for around 25,000 euros (somewhat more than $30,000; more on that below). It is less costly in the USA but in Germany, the Labuddes have to spend considerable funds to gain approval. A new 120 (kilogram) Class was proposed by the German government more than a year ago and Wolfgang and team must make a few engineered changes and then seek approval, a process handled in the country by organizations DULV and DAEC, private aeroclub operations sanctioned by the authorities to regulate light aircaft. This arrangement benefits companies and their customers by greatly reducing the regulatory burden but you still have to prove the machine quite thoroughly. Already Wolfgang and his group have improved in the instrument panel (photo) and installed German Winter instruments. He also upgraded the fuel lines and improved electrics with more robust connections and switches located in places where they will not interfere with normal operations. Officials also require rudder limit stops that are not present on U.S. models. All these and more changes followed by testing — to include calculated wing loads and physical testing — explain the higher price in Europe. Let me repeat: €25,000 is the retail fly-away price including VAT (value added tax) that is much higher than U.S. sales tax. This very affordable cost — and the charm of this simple yet well equipped aircraft — explain the strong interest the Labudde family saw at Aero 2014.

The Lubudde family posed in front of the Aerolite 120, complete with color coordinated airshow garb ... even their shoes match the plane's brilliant color.
Team Aerolite 120 stated, "For the first time the Aerolite 120 is available to the European market as a deregulated Microlight Aircraft in the 120 kg category." The new category and its potential is what produced the comments at the start of this article. Yet it also represents real promise. If aviation is serious about engaging new pilots, aircraft that cost hundreds of thousands of dollars or euros is not how it will likely happen. In the USA, we have Part 103 since 1982, and that program has never been overloaded with additional regulation, partly as it has proven adequate. Safety of such light aircraft is good even though some will say that's because not many are flying. Perhaps, but they do exist and I point to the success of Aerolite 103 in the U.S. as evidence that this is not an invisible segment. So Europe is embracing their 120 Class (264 pounds empty) and England has its SSDR classification, with the letters standing for Single Seat De Regulated. I love the Aerolite 103. I've flown it on several occasions and find it a delightful flying machine that has no evil qualities and largely flies exactly as you'd expect. I wish Dennis Carley and the Labudde family great success but I think I'm late saying so. It appears success has already found them and that puts a smile on my face and those who contemplate finally being able to afford an aircraft to call their own.


First Impressions at the 2014 Aero Friedrichshafen
By Dan Johnson, April 10, 2014

From the outdoor event at Sun 'n Fun we jetted across the Atlantic to go indoors for Europe's amazing air "fair" (as they prefer in Europe versus "airshow"). Aero always manages to please and this year was no exception. My only objection was the very tight timing with Sun 'n Fun, which left us packing up furiously on Sunday, gathering new clothes on Monday, and racing to the airport for a flight to Munich, Germany followed by some hours of driving after a night with no sleep. My wife Randee and I arrived at Aero 2014 by noon on opening day. Whew!

Both shows are must-go events in my coverage of Light-Sport, light kits, and ultralights. Next year will be even harder with Aero immediately preceding Sun 'n Fun. Still, that's a year away and I am pleased to be in Friedrichshafen, Germany for this excellent event. I will have more detail on some specific aircraft later but shortly upon arriving at Aero attended a few press conferences. Today — after a decent night's sleep corrected the jet lag — we raced around the gymnasium-sized halls of Aero (11 of them! ... see at lower left of nearby photo) to see what caught our eye. In this effort I must give some credit to fellow journalist Dave Unwin who always seems to adroitly find the newest and coolest aircraft developments. Following we take an initial photo tour. Watch for more in the next couple days. Please remember that aircraft seen at Aero may not be available in the U.S.

Bristell's NG5 TDO taildragger is a follow-on design to the company's well received tricycle gear airplane seen at Sebring and other locations (see our video from Aero 2013). It looks like the SportCruiser and that's no surprise as it comes from designer Milan Bristela who was a key player in the creation of the airplane Piper once sold. However, numerous changes were incorporated in this essentially fifth generation design. He has also created a retractable model. While the company was unfortunately not represented at Sun 'n Fun, Milan said his Czech-based operation is busy. ••• For more info: Bristell NG5 TDO

We captured this attractive seaplane in a photo last year at Aero alongside its much larger six place GA seaplane sibling. This year the company, Avana Industries of Hungary, showed a nicely finished version of the Odonata designed by Zoltán Varga. Readers may find it hard to believe that one more LSA-type seaplane can find a share of this exploding market but this example certainly caught the eye. The company's web address as printed on their brochure failed to load but we'll trek back to their space to see if we can obtain better information. The handsome side-by-side pusher engine flying boat deserves a further look, especially given how full this sub-sector is looking. This appears to be strictly a European project at this time.

I mentioned Dave Unwin above and this most unusual airplane is the first one he mentioned. The airplane is in full-size concept stage at present and incorporates joined-wing technology and twin ducted fan propellers. Dave spoke to the creators and they said they ran out of time to get the ducting installed around the props. A single engine apparently drives the twin props that, without their ductwork, look impossibly small to provide enough push. Ducting can significantly enhance prop thrust but Dave and I both wondered if the concept aircraft was airworthy in its present configuration. Aero Friedrichshafen often has displays of aircraft that never reach the market and this may be another (or not) but novel ideas can sometimes find their way into other machines that do go live. We'll keep an eye for this one next year.

Wolfsburg Aircraft offered this Sparrow ML, a tandem aircraft said to fit Europe's 450 kilogram (990 pound) class though the cockpit seemed particularly spacious to truly fit in that limited weight, more than 300 pounds under Light-Sport Aircraft. With twin vertical tails something like America's Sadler Vampire, we can hope it survives better than the Yankee version that eventually faded away. The Czech company uses the much lighter, two stroke Rotax 582 that may be part of constraining its weight, listed at 595 to 622 pounds in two versions. They report obtaining a Czech LAA Type Certificate (not the same as an FAA TC) so I asked my friend Jan Fridrich his opinion of this machine and he confirmed it is approved. He added that authorities do not worry over gross weight but examine primarily empty weight. I loved the large door opening and lower deck that appeared to give easy access to either seat. ••• For more info: Wolfsberg Sparrow ML

This Sirocco caught my eye but also took me back in time to a much earlier Sirocco, that one from France. Originally produced by French builders, this orignal design reportedly traveled to Belgium and is today the Sirocco design is owned by Aero Consult Light Aircraft or ACLA in the Netherlands. ACLA relaunched the design as the Sirocco NG. ACLA said it bought the tooling from a Belgium company called Aeriane. A genuine ultralight aircraft that makes use of carbon fiber composite structures for its cockpit and tail boom, this creation has long had appeal for light aircraft enthusiasts. Sirocco can reportedly fit the European 120 kg (264 pound) class that is very similar to FAA's Part 103. Prices are very low, modestly over $30,000 for a ready-to-fly airplane; a kit is also available for under $20,000. ••• For more info: AC Light Aircraft Sirocco

I close today's glance at some visually appealing aircraft with this Niki Rotor Aviation gyro. Lightning has huge visibility with a sweeping forward canopy and large clear doors. The Bulgarian company uses a rotor blade from Sport Copter in the USA and the Belgium D-Motor. Another very distinguishing feature is the in-line prop. An earlier model called Kallithea has a more conventional tailplane arrangement and an Apis model offers side-by-side seating. However, Lightning appears to strike out on a new path and turned the heads of many Aero visitors. Even their brochure is unique, die cut to form a circle (like a spinning rotor blade, I imagine) which is then folded in half. I couldn't get their website to load, but have a look at their Facebook page. ••• For more info: Niki Rotor Aviation Lightning


Good Weather Smiles on Sun ‘n Fun ... Sales Logged
By Dan Johnson, April 8, 2014

Zenith Aircraft will power its EAA One Week Wonder project with a 912 iS supplied by Rotax; several other other companies also donated products.
The weather, big crowds, safe flying and airshow speed, action, and thunder combined to make Sun 'n Fun 2014 one to remember. As reported in AVweb, top man John "Lites" Leenhouts was quoted, "We're up 20 percent overall, as of Saturday night, over our average for the last 12 years." As proof of crowds that seemed to grow to a crescendo, multiple long lines of people buying entry passes on Saturday caused ticket sellers to run completely out of Saturday one-day arm bands. They had to start using Friday arm bands to get everyone in who wanted to enter. Acts like the Blue Angels, "Fat Albert" — the Blue Angels C-130 Hercules support aircraft that did its own high-banking act — and a F-22 Raptor captured attention. When we drove off the grounds Sunday evening as airshows are normally winding down, we witnessed literally hundreds of people clustered outside the gates to watch the airshow. Crowds inside were dense but even the gatekeepers can't account for total interest. The outside group were not simply drawn to the roar of jets; these folks planned their outing and came with chairs, coolers, and even tents. Honestly, I can't recall seeing so much interest at any airshow especially on the last day.

LAMA's LSA Mall was a busy place all week and steadily served customers seeking airplanes. photo by Randee Laskewitz
The best news for those of us who follow the Light-Sport and light kit aircraft market was a substantial amount of sales activity. While vendors can be expected to be happy making sales, the good news for customers is that choices are plentiful and stronger businesses can provide better service and can develop more features and products.* Volunteering to work for LAMA, which operates the LSA Mall and serves the industry, BRS parachute expert Gregg Ellsworth conducted a survey of vendors at the close of Sun 'n Fun 2014. He spoke to 19 manufacturers or importers** who reported solid sales — cash changing hands — with a tally beyond 30 aircraft. An old and fairly conservative rule of thumb has been that for every cash order logged at the show, another one will result in a couple months following. If so, Sun 'n Fun activity may generate 70 sales of LSA or light kits. By any recent measure, that's a great show resulting in many smiling customers. Disclaimer: Estimates are not inclusive of all sellers at the event and while we believe it is a reasonable count, sales don't always materialize and some orders are not fulfilled.

Excitement in the skies and a familiar, friendly feel made Paradise City a popular place. Pictured is Paradise City announcer Mike McClellan; a FAA and industry organization safety conference, and social gatherings that occurred spontaneously. photos by Gregg Ellsworth and Randee Laskewitz
Paradise City was again a major attraction ... a show-within-a-show that increased in area activities along with an increase in exhibiting vendors. LAMA's LSA Mall got off to a slow start in the middle of a tough winter but rallied an impressive line of 13 LSA representing many of the top-selling brands. Companies that lacked enough aircraft to participate this year expressed interest in joining the LSA Mall next year. Demo flying, though interrupted at times by military demonstrations and practice flying, was significant during the event, stimulating more than 500 movements a day. Plenty of pilots got a chance to try aircraft that interested them. More evening social events occurred in Paradise City than in previous years and the mood was upbeat among customers and aircraft and service providers. A Safety Conference co-hosted by the U.S. Ultralight Association (representing pilots) and LAMA (representing aircraft producers) drew a full room to discuss solutions as the sector reaches its tenth anniversary this summer. Having fun with airplanes in sunshine and comfortable temperatures is always good time and Sun 'n Fun 2014 provided plenty of it.

I leave tomorrow morning for Aero Friedrichshafen in the very south of Germany. Watch for more reporting from this always-interesting event.

* As an example, Rotax upped their game with the more powerful 912 iS Sport engine and the company is able to upgrade parts to previous 912 iS customers free of charge. Customers pay for labor but several hundred dollars worth of parts are provided for free thanks to profits that allow absorbing such an expense. Rotax BRP reported a good year and customers benefitted. The company completed its first year as a public firm; it is listed on the Toronto stock exchange (Symbol: DOO.TO — the "DOO" derives from popular products, Ski-Doo or Sea-Doo).
** Vendors surveyed by Gregg Ellsworth included BushCat, Just Aircraft, Quicksilver, Evektor, Flight Design, Tecnam, Revo, AirCam, Rans, Hansen Air, Kolb, Aerotrek, Sport Cruiser, Zenith, CubCrafters, Legend, Searey, Jabiru, and others.


Rotax Announced 912iS Sport & Headquarters Fly-In
By Dan Johnson, April 5, 2014

At Sun 'n Fun 2014, Rotax Aircraft Engine manager Christian Mundigler noted the occasion of the 25th anniversary of the four cylinder 9-series engine family including 80-horsepower 912 UL, 100-horsepower 912 ULS, 115-horsepower turbocharged 914, and fuel injected 912 iS. In further celebration he also announced the worldwide introduction of the new 912 iS Sport. "The new model delivers an improved takeoff performance that results in a better climb rate and shorter takeoff run even if the aircraft is equipped with a fixed pitch propeller," said Christian. He proudly stated the marketing line: "Stronger. Faster. Higher." Using a redesigned aluminum airbox atop the 912 iS unveiled two years ago, air intake is improved to boost engine torque. Visible differences are slight compared to last year's 912 iS but the new airbox stands 27 millimeters (1.06 inch) compared to the lower profile plastic airbox manufactured over the last two years. A larger airbox allows more air to mix with fuel delivering more torque. New software further supports the upgraded engine with longer engine intake runners and slightly repositioned ignition coils. The company has worked closely — and secretly — with major manufacturers to assure the slightly higher airbox will still fit within already-designed engine cowls.

What about those 100 or so 912 iS engines already in the USA before this change? Don't worry owners; Rotax has a solid offer. The Austrian company will make upgrade kits available as a retrofit for 912 iS owners. Rotax expects to achieve ASTM compliance and issue a service bulletin in May this year so it can proceed with the upgrade offer. As a demonstration of their readiness, Rotax arranged for a Kitfox with the new engine to be displayed in front of the Rotax exhibit at Sun 'n Fun. Kitfox Aircraft proprietor John McBean said he was very satisfied with the new powerplant after taking it on a 8-hour "lunch flight" to the Florida Keys following its installation at Lockwood Aircraft in Sebring. Christian said the company will offer the engine for the same price as the previous 912 iS through the end of October; details are available through distributors. For current owners of the 912 iS, Rotax will provide the airbox kit for free until the end of October, so owners need only pay labor costs. The job can be done in one day. After October 2014, the manufacturer suggested retail price for the airbox kit will be about $1,750.

Some engine experts observed that when the 912 iS engine was introduced, they were very happy with its lower fuel consumption and reduced pollution, yet some pilots could sense slightly lower performance compared to carbureted versions. The lower torque of the 912 iS engine — 119 newton meters at 5000 rpm versus 129 for the 912 ULS — affected heavier aircraft, seaplanes, or aircraft operated at higher density altitudes. Kitfox boss McBean, who operates in the higher elevation of Idaho, is pleased for the added torque at common operating revolutions. "We've always liked the 912 iS engine, and this new higher torque iS Sport will give us the extra boost we want," he stated. In addition to a new airbox and new controlling software, changes are made to the reduction drive to allow it to handle the increased output.

To properly celebrate the 25th anniversary of the 9-series engines plus production of 50,000 912/914 engines, Rotax BRP will host a fly-in on June 5 to 7, 2014 at the Weisse Moewe airfield in Wels, Austria (northeast of Salzburg and west of Munich, Germany). I am pleased to be headed to this second company fly-in where the engine manufacturer will offer flights with the latest Rotax aircraft engine models plus a chance to test ride in a Can-Am Spyder Roadster. Expected are more than 100 Rotax pilots enthusiasts from all over Europe and beyond plus dealers of the company's products. Those attending will have a chance to visit the Rotax factory to see where the engines are developed and produced. Several events are planned for attendees The modern factory employs more than 1,100 people.


Tecnam Announces Astore and Ups Its U.S. Game
By Dan Johnson, April 5, 2014

By their reported numbers Tecnam lays claim to be the largest producer of very light aircraft. I use that term versus Light-Sport Aircraft as the Italian manufacturer is not the leading LSA seller yet their sales figures support the company being the world's largest for LSA-type aircraft. For at least the last couple years, Tecnam has reported sales numbers in the 200 per year range. I have no way to independently verify that volume but it's clear they are a success story. Tecnam's website states, "With over 3,500 Tecnam airplanes operating around the world today, Tecnam customers and operators are supported by a global network of over 60 dealers and 100 Tecnam Service Centers." They boast a wide range models, including Eaglet, P2008, the aerobatic Snap, the newly introduced (to Americans) Astore, and their Twin. In addition to the Astore unveiling Tecnam announced a major news development and several noteworthy initiatives for the U.S. market. First, the airplane info ...

Astore was first seen at Germany's Aero show last April although the dramatically unveiled new model was not then flying. By the American debut on opening day Tuesday at Sun 'n Fun 2014, the airplane had taken to the air (in June 2013), production was started, and the first deliveries have begun. All Tecnam models other than Sierra are high wings but Astore updates the earlier Sierra with a sleek low wing design that shows the high state of the art from the Italian manufacturer. Check the company's website for many more details about the new model but Tecnam makes complete use of the Apple iPad Mini that comes as part of its American version. On the popular touchscreen device customers will receive a pre-installed, dedicated app that can compute the actual weight and balance plus provide checklists and includes all sections of the Pilot Operating Handbook. Tecnam plans to offer the also-newly-introduced Garmin G3X Touch.

In addition to revealing their new Astore, Tecnam made a major announcement that should provide their most significant move yet to support American customers. At a press briefing at their exhibit at Sun 'n Fun, they announced the establishment of Tecnam US Inc. with a 21,000 square foot hangar and office location at Sebring Airport, Florida where they will start offering customer service and support, spare parts, plus reassembly of LSA and Part 23 certified aircraft models shipped from Italy. Sebring will also become the base for North American sales and marketing led by Director of Sales, Shannon Yeager. Sebring Airport Director Mike Willingham said, "We are proud to be the home of the annual US Sport Aviation Expo [and are pleased about] Tecnam choosing Sebring as the showcase facility in North America." Tecnam expressed gratitude for the advice and support of Phil Solomon and Tommy Grimes of Heart of Virginia Aviation. As the former distributor, HOVA will continue representing Tecnam along with West Coast Sport Aircraft in California and the Midwest Company located in Minnesota. "All locations will have Tecnam aircraft demonstrators available for flight tests by prospective customers," said company officials. They will initially market three Light-Sport Aircraft: P2008 LSA, Astore LSA and P92 Eaglet LSA plus two Part 23 certified models, P Twenty-Ten and P2006T light twin. Other models such as the P2002 Sierra, P92 Echo Light and P92 Tail Dragger will be available on request.

Not content to rest on a new model and a new U.S. location, Tecnam also announced a new payment program that could alter how LSA are sold in America. "A new payment policy has been introduced that is simple and straightforward," said Tecnam. "A 10% deposit is payable at the time an order is placed, with the remaining 90% payment not due until the aircraft [has received its airworthiness certificate] and is ready to fly from either the Florida or California assembly facility." Potential customers can also experience a demo flight at the new Sebring facility, and Tecnam US Inc. will contribute up to 50% of related travel expenses up to a maximum of $1,000. Upon purchase of an aircraft the remaining 50% will be reimbursed with a provision for additional reimbursement for a spouse or partner. These methods should remove uncertainty from prospective customers who have previously been hesitant to send substantial sums overseas while waiting for delivery. Tecnam CEO Paolo Pascale added, "We are very grateful for the support of [Sebring airport manager] Mike Willingham and all his Sebring team. This first phase of our evolution and expansion within North America will be quite challenging, and is just the start of fulfilling our ambition to set up a dedicated production facility in the USA. We are totally focused on doing all possible to enhance our customer's experience of, and access to, all things Tecnam."


Garmin Goes Touch with New G3X Avionics
By Dan Johnson, March 29, 2014

CubCrafters implemented G3X Touch in their typically stylistic manner.
For a billion-dollar, publicly-listed company Garmin (stock symbol: GRMN) has repeatedly displayed the nimbleness of a start-up enterprise. As if to prove this point Garmin announced several new products for the start of Sun 'n Fun. And for those of us who need some introduction to these new gee-whiz gizmos, the company has a seminar tent just north of Hangar D where you can learn it all from the experts. No wonder Garmin remains one of the most trusted names in aviation. (My trusty auto Garmin will be leading me around the winding roads of Europe as we head over to Aero immediately following Sun 'n Fun.) So ... G3X Touch, now in a giant 10.6 display • GTR 20 remote comm controlled through the touchscreen • Angle of Attack (AoA) info when paired with their GSU 25 ADAHRS and GAP 26 probe • and, you can even watch VIRB (Garmin's HD action camera) video in a PFD inset. "Our dedicated Experimental engineering team, known as 'Team X,' continues to raise the bar with the introduction of G3X Touch. This team of pilots and homebuilders have ... introduced innovative avionics to the sport aircraft market," said Carl Wolf, vice president of aviation sales and marketing.

G3X Touch includes Synthetic Vision, a built-in WAAS receiver, video input, ADAHRS, magnetometer, OAT probe and interactive mapping as standard.
The big deal is G3X Touch and "big" means a touchscreen glass display for experimental amateur-built and light sport aircraft that is larger than the largest iPad of today. Showing their commitment to recreational aviation, Garmin notes these are high-resolution, sunlight-readable non-certified displays with split-screen PFD/MFD functionality. G3X Touch is scalable, easily configured; pilots can install up to three displays in one panel. As I have long enjoyed on their also-excellent 796 removable unit, VFR sectionals and IFR enroute charts are available on G3X Touch. Equally important for those who already have a G3X is a "low-cost and easy path" upgrade to Touch system because the same connectors and sensors are used. For those of who like 796, Garmin said, "G3X Touch interface is similar to existing Garmin touchscreen avionics so information is easy to find." Think of those who use iPhones and iPads interchangeably. G3X Touch is priced at $5,499 including Synthetic Vision Technology, a built-in WAAS receiver, video input, ADAHRS, magnetometer, OAT probe and interactive mapping. G3X Touch with EIS starts at $6,099. Either price is affordable especially compared to just a few years ago and much less than certified systems. Personally, I appreciate Garmin maintaining the strong support for sport aviation. Indeed, five top LSA builders selected G3X Touch as an option: Van's Aircraft; CubCrafters; Flight Design; Tecnam; and, Pipistrel.

All the elements of the G3X Touch "family."
G3X Touch works with XM Weather but for those who prefer the free weather and traffic may choose a new GDL 39R remotely mounted ADS-B receiver that is compatible with Touch. The big company did more than come out with new touchscreen glass. A new GTR 20 remote comm "offers a clean, powerful communication radio and intercom ($995), which can be controlled from the G3X Touch display." Since AoA appears to be all the buzz lately, Touch can display angle of attack information. Another activity with growing popularity is the chance to see video in flight. No, this doesn't mean Netflix for your passenger but flight schools have seen the value of video for review by their students. Using a composite video connection (BNC) that connects to VIRB, Garmin's HD action camera (or other compatible camera), occupants can see video in an inset of their Primary Flight Display or Multi-Function Display.

So, got all that? OK, if you need more detail and if you are present at Sun 'n Fun like so many other aviation enthusiasts, head to Garmin's seminar tent and get expert help. Thanks, Garmin!


LSA Off to Sun ‘n Fun — Excitement Building!
By Dan Johnson, March 27, 2014

Gregory Gaulin of the FAA gives Florida Light Sport Aviation's Brian Boucher the first airworthiness certificate for the Super Petrel LS.
Super Petrel LS from Edra Aeronautica — As described in our earlier article, Edra Aeronautica was nearly done with their acceptance by FAA to be able to sell their handsome biwing Super Petrel LS in the U.S. as a Special (fully manufactured) Light-Sport Aircraft. The "almost" is gone now and Daytona Beach, Florida-based importer Brian Boucher of Florida Light Sport Aviation has the pink Special Airworthiness card in his LSA to prove it (photo). Brian's business also represents the Flight Design CTLSi, so he has two distinctive Light-Sport models he can demonstrate. Florida Light Sport Aviation is based at the Spruce Creek Fly-in (just like ByDanJohnson.com!); he and wife Jean will be at Sun 'n Fun in space LP-38 past the LSA Mall in Paradise City. Another Super Petrel LS will be available for examination in the LSA Mall as will his CTLSi. Brian is an airline pilot but enjoys Light-Sport Aircraft when he isn't jetting around the globe.

Slings and airliners are all headed to Sun 'n Fun 2014.
Sling from The Airplane Factory — The boys from The Airplane Factory USA are en route from Southern California in the Sling LSA, making one of the longest treks of all exhibitors in America. While a long flight, you may remember this is the airplane that developer Mike Blyth and partner James Pitman flew around the world shortly after finishing it. Principal Matt Litnaitzky and associate Ryan Ruel report that Sling has taken off around the USA in the last year thanks to positive press in aviation media. "Sling 2 kit sales are also on the increase," they noted. "We also have orders for the first several Sling 4 [four seat] kits, which will be delivered to customers in the next couple of months." Ready-to-fly Sling SLSA models are also selling. "We are very excited to be bringing the Sling to Florida for the second year in a row. We'll be located in ... Paradise City, and available for demo flights all day, every day. Come see us in our booth, LP-29, to check out the airplane and go for a ride." Sling's space is just past the LSA Mall and near the Super Petrel LS. Since Matt also supplies MGL Avionics, you can check out these advanced instruments in their Sling when you visit.

Tecnam's new Astore is making its American debut at Sun 'n Fun 2014. See our video of Astore's unveiling at Aero 2013. photo by Philip Whiteman of Pilot magazine
Tecnam's Astore U.S. Debut — I got to see it last year at the German Aero show, but now the newest model from LSA giant Tecnam will make its American debut. It was not flying at Aero (though it has now), however, I did get inside to find it a sophisticated and exceptionally roomy LSA; fellows much taller than me should fit well. Astore is the company's second low wing model after Sierra with such innovations such as an Apple iPad® mini supplied with each aircraft as standard. The Levil G Mini, using its WiFi connection, provides a full Primary Flight Display on the iPad® mini using compatible third party applications such as Air Navigation Pro or similar. Additionally, the pre-installed dedicated app will compute the actual Weight and Balance, provide checklists, and include all the Pilot Operating Handbook sections. Tecnam will have a collection of their LSA models and more at their MD-21 space at Sun 'n Fun plus one model can also be seen and demo flown from the LSA Mall in Paradise City (Astore is planned for a couple days of demo flying as well).

It's time to leave the computer and head to Sun 'n Fun 2014. See you at the show!


Model Merger; Is S-20 Raven a Best of Breed?
By Dan Johnson, March 24, 2014

I view Rans' newest aircraft as a benchmark design for the airplane company based in Hays, Kansas, more than 100 miles northwest of another aviation hub known as Wichita. Rans started 31 years ago with a little single seat ultralight called Coyote. Company designer Randy Schlitter shows marketing savvy using both numbers and names for his models — they help people remember — so it was another benchmark of sorts when he hit 20, and that would be for the S-20 Raven. His designs don't plod along with incremental changes. For example, his S-11 (never produced) was quite a radical departure and the S-19 Venterra that preceded the S-20 Raven was an all-metal low wing design. Raven isn't anything like S-19 but it is a great deal like two other airplanes in the bulging portfolio of creations from Randy. You might think of it as a merging of two of the most successful models ever made by Rans.

See our video on the Rans S-20 Raven. all photos courtesy Rans

"The S-20 is the best of two great planes that have been in production at Rans since the '80s," reported the company. "We created a new fuselage and took the wings, tail, fuel system, and aero servo ailerons from the S-7S Courier, and engine system, control sticks, flap lever, rudder pedals, seats, and instrument panel from the Coyote II S-6S. The intent was to answer the many requests for a side by side bush plane, equal to or beyond the Courier." Coyote is a model series derived from that original single seat Coyote leading to a two side-by-side design. As you can tell from the S-6S suffix — it's one of several such model definitions — Coyote II (for two place) has has sold thousands for Rans, resulting in variation upon variation. The aircraft is available as a kit, as an SLSA, and therefore can be sold as an ELSA. Randy believes that S-20 really delivers what people were seeking. He said the S-7 is "roomy, easy to get in and out of, solid feeling, tough enough to do bush flying or on floats, and generally has the size that our customers want." Indeed, Raven fits customers well with its 46.5-inch cabin width and the huge 50-inch long doors that make entry so easy. These were used on the Courier due to the tandem seating (it greatly helps entry to and exit from that model) but wide access is also easier to load S-20's ample 21 cubic foot, 80-pound baggage area.

After it first took to the air in December of 2013, impressions of the newest Rans airplane began flowing. "Flight testing shows a faster cruise and slower stall by a couple of knots. The clean aerodynamics of the engine cooling system and less wetted area of the fuselage are the reason for increased performance. Even the glide ratio has improved, at a solid 9.4 to 1," reported Rans. Even though Raven is wider than the lean, tandem S-7 Courier, the new model has an edge. Company reps continued, adding that handling is crisp with light controls that are well balanced. "Flying a slow approach into a short mountain strip will present little challenge," noted Rans. "Equipped with large bush tires and vortex generators will increase the Raven's back country utility." With wings from the S-7 Courier that is such a sweet flying aircraft, I wondered how people are perceiving the differences. Randy explained that while Raven is indeed similar, "Raven is evolving its own personality. The fuselage differences mean the occupants experience it in another way, but they see S-20 as a smooth, quiet, 'Cadillac' ride." Raven is comfortable for its occupants thanks to upholstered seats with five-inch fore and aft adjustment that be changed in-flight. Pilots may also enjoy three seat-back recline settings.

Over the years I've had the pleasure to fly nearly every one of Rans' designs. While each has a separate flight mission, all exhibit crisp handling that most pilot will like. One I did not fly for many years was the S-7 Courier, because I thought it would fly like a Cub. I could not have been more wrong and after I finally went aloft in the tandem, I saw the appeal and think it is my favorite among the many designs the company has marketed (pilot report). Combining the side-by-side seating that more pilots like — because you can see and communicate with your passenger — with the delightful flight qualities of the Courier suggests the Raven could be THE ONE ... the airplane in Rans' fleet that could appeal to the most pilots which in turn forecasts that it might become their best seller. Those of you headed to Sun 'n Fun will be able to see the new model, looking shiny and finely finished as all the Rans factory aircraft do. You might want to get your name on their demo flight list early as it's my guess that this will be a popular request.


Intriguing Prop Design … from Iraq? Yes!
By Dan Johnson, March 21, 2014
Blade prop installed on the Spratt Controlwing.

"I am an Iraqi inventor," wrote Mahmood H. Hussain, "I have patent number 7396208 about a new blade that can be used to make propellers or turbines." Take a look at the Divided Blade Rotor from, of all places, Baghdad, Iraq. Now, Americans — and for that matter citizens of many nations — are likely surprised by any aviation invention from Iraq. That may not be fair, of course. Despite the country being upset by war, controversy, and deep religious divisions, intelligent people can still do innovative work. Yet what have you heard about aircraft developments from Baghdad that does not involve the military? Virtually nothing ... however, a few days ago I got email from Mahmood because he discovered an article I wrote years ago after a visit to a French airshow called Blois. At that event I saw a fascinating superlight aircraft called the Spratt Controlwing. The airplane is worthy of a story itself — the controlwing concept is also interesting — but Mahmood typed, "I write to you from Baghdad because of my blade on your website ... but you did not mention anything about my invention." (The Spratt aircraft I examined had a conventional wood prop as a photo near the end of the article showed, however, it was subsequently fitted with Mahmood's Blade prop.)

In Iraq, prop test beds may look a bit different.

Engineers or designers among readers of this website may wish to go examine the patent but the introductory paragraph about the Blade prop reads, "A novel rotor blade is presented with an integral tip portion from which two diverging blade portions extend to separated respective roots. The Blade may have conventional airfoil sections, or may be made from flat or curved sheet material." Simplistically, the Blade prop is a type of joined-wing technology. The prop tips are connected — adding significant strength — and the lead blade is perforated with "bleed ports," to delay or prevent cavitation, turbulence, and stalling. The two blade components have different angles of incidence. The patent description continued, "Most conventional rotor and propeller blades are relatively long and are entirely unsupported along their length. Accordingly, they must have relatively large root sections in part to obtain sufficient strength to prevent bending and twisting in ordinary use." The text continued, "Conventional rotor and propeller blades are also relatively noisy, and the wasted acoustic energy represents a significant inefficiency." The Blade prop is said to benefit from qualities such as: stall resistance, quietness, strength, lightness, and ease of manufacture.

Multiple blade configurations have been tested.

Mahmood wrote, "My invention (Divided Blade Rotor) is something new in aviation world, which since 1903, is still using the same kind of propeller blade." His propeller design, as described in his patent application, would have a finished outside diameter of 850 mm (33 inches) and when turned at 2400 rpm, would develop over 200 pounds of static thrust. The required shaft power at 2400 rpm is expected to be 30 horsepower. Think about that. Two hundred pounds of thrust is roughly half that needed for a 1,650-pound, 100-horsepower Cessna 150, yet the prop is a mere 33 inches in diameter and is reportedly much quieter. According to Mahmood, it could be far cheaper to manufacturer and it could be made of very durable materials, even steel. "The divided blade of the invention does not stall at high angles of attack [as much as 45 degrees], due in part to its rigidity, and in part due to the use of the leading edge holes."

The inventor of the Blade prop indicated some of his concepts might be applied to turbine engines.

Many readers may be more technically competent than I to evaluate the capability of the divided blade rotor that Mahmood has developed. I have listed what I see as it's advantages but I am not equipped to test the concept. Still, I believe new ideas have merit and deserve review by those more qualified than me. I have long restated an old line that goes, "Once upon a time a wing was developed and ever since, designers have merely modified the concept in myriad ways." Regardless of the accuracy of that statement, it does seem unusual when something genuinely new comes along in a mature industry such as aviation. Some may add that engines of the future are turbine and that anything with a prop is "old fashioned." I don't believe that but Mahmood sees application of his ideas to turbine blades as well. I'd love to hear from the technically astute among ByDanJohnson.com readers about their opinion of Mahmood's blade prop. Thumbs up or down, this seemed a story worth telling.


Dynon's Modernized SkyView Touch
By Dan Johnson, March 20, 2014

With the chance to fly and learn both Dynon SkyView and Garmin 796, I have become a fan of each. Dynon is dominant in Light-Sport Aircraft instrument panels for very good reasons. They work well and don't cost an arm and a leg. Their Synthetic Vision is superb. However, much as I have come to love those big, beautiful, all-color digital instruments, you must resort to a button or joystick to make changes. Those of us spoiled by our smartphones and iPads have become accustomed to touch. So, no wonder that I also fell in love with the all-touch 796. It works a lot like my iPad and finding things is reasonably easy ... a few functions are hidden behind menu layers but on whole, the 796 is a brilliant bit of engineering design. However, in bumpy air, I've had to learn a technique of hanging a thumb or finger on the bezel to steady my hand as I try to select certain functions by touch. In short, touch isn't always optimal. Dynon has heard all this and has been busy. Just in time for viewing at Sun 'n Fun, the digital geniuses at Dynon have introduced SkyView Touch™. Michael Schofield, Marketing Manager at Dynon Avionics, says: "We've focused on creating an incredible pilot interface with SkyView Touch™ and new dedicated control panels. From the simplest LSA to the most complex IFR aircraft, there's a SkyView for every panel."

To solve the bumpy touch dilemma, Dynon built a combination interface of either touch or buttons and knobs. They say SkyView Touch is designed to complement not replace physical controls. In essence they added the convenience of touch when you want it but kept a full set of buttons and joystick knobs for precise control in turbulent conditions. Plus, "Unlike most touch-based avionics and tablets, SkyView Touch preserves SkyView's sunlight-readable and glare-rejecting screen." Finger pinch and spread motions made natural by using iPads and smartphones will now work on the SkyView map. Also, tapping part of the screen display that includes an adjustment bug directs the action of the joystick control to that bug. OK, so we all love touch, but what about flying around in bumpy air? That Garmin 796 I've come to love isn't quite as friendly in turbulence. Dynon also heard that and the nearby photos illustrate their solutions: they made separate physical-knob-&-button control panels. Schofield explained, "The Knob Control Panel has dedicated controls for the most-frequently adjusted items: altitude bug, altimeter setting (barometer), and heading & track bug. The Autopilot Control Panel provides single button activation of all autopilot modes, including Level mode and flight director. It has a built-in two-axis speed-sensitive trim controller. Both products are backlit, dimmed by SkyView, and available in horizontal and vertical versions." The Knob Panels can be added to any SkyView for $250 and the Autopilot Panel can likewise be added for $550.

Dynon's virtual six-pack treatment may ease transition for those who learned to fly instruments with analog gauges.
For those worn out by smartphone envy — meaning you want the newest features but are locked into your old contract — Dynon offers a retro-upgrade. SkyView Touch retails for $3,995, only $395 above the non-touch 10-inch display. Yet existing SkyView customers (the bulk of LSA owners today) won't have to cope with upgrade envy. That's because all current SkyView SV-D1000 displays can be upgraded to touch for only $795. The new hardware and software will be available in April 2014, said the Woodinville, Washington company. Another modestly priced option is the availability of geo-referenced VFR sectional and IFR charts right on your SkyView for $99 a year, including IFR/VFR procedure charts (plates), VFR sectionals, IFR Lo/Hi charts, and all FAA and Flight Guide airport diagrams. One more thing ... A few months back, we reported results from an AOPA survey that showed nearly three quarters of general aviation aircraft still use round analog instruments. Many pilots — yours truly included —- learned to fly instruments with a "six-pack" of "steam gauges." These modern flight directors, HSI displays, and airspeed or altitude "tapes" are something to learn. Using them gets easier with practice but they aren't instantly familiar. Michael added, "Pilots new to glass can transition with ease using SkyView's new primary flight instruments display. Familiar analog dials are available with the classic 'retro' instruments." Users can switch between six-pack and EFIS display instantaneously. Perhaps the best news: "Six-Pack mode is included in the upcoming free SkyView 10 software update." No wonder folks love Dynon.

Still not satisfied? Luckily, Dynon's SkyView 10 software has even more for you including the following list:

  • Ability to filter the nearest airport list by runway length, surface, and airport type
  • ADS-B winds aloft forecasts
  • Vertical Speed Required info item on the map and VSI tape gives the pilot quick insight about the descent rate needed to reach an adjustable point above/before the destination
  • Engine instruments can now be livened up with new color options, including blue, white, violet, cyan, and orange
  • Audible landing gear alerts based on aircraft configuration and airspeed
  • Airspeed-triggered "gear up for water" / "gear down for land" audible alerts for amphibious aircraft


"Puff" and the Golf Carts; Fun in Paradise City
By Dan Johnson, March 19, 2014

Less than two weeks from now, the season of recreational flying is officially set in motion with the opening of Sun 'n Fun ... the 40th year of the nation's first major airshow. It will also be year #2 for the new and much-improved Paradise City, formerly known as the Ultralight or Lightplane Area. Alongside the curvy new paved road that loops through Paradise City will sit the LSA Mall at Show Center powered by Aviators Hot Line and this is a place many will visit throughout the week to peruse LSA, light kit airplanes, and electric aircraft. Getting to the Paradise City will be much easier and faster thanks to a pair of six-seat golf carts that will rove the grounds of Sun 'n Fun and pick up visitors who want to check out Paradise and all the action at this airshow-within-an-airshow. Demo flights for LSA shoppers will be readily available and can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand "sterile airspace"). The golf carts are provided for the second year by Rotax Aircraft Enginesthanks Rotax!

Richard Bach enjoys his Progressive Aerodyne Searey named "Puff." photos courtesy Progressive Aerodyne
The 2014 LSA Mall will feature a special treat, specifically famous author Richard Bach's Light-Sport seaplane, a Searey he has named "Puff." Richard cannot be present himself but Show Center will present his aircraft in the LSA Mall. Last year, he wrote a book about his flight from Progressive Aerodyne's factory in Florida to Washington state in his new airplane (Travels with Puff) and in 2014 he released a new book about his later crash of this airplane. Thankfully he and Puff have fully recovered and both have returned to flight, so this is an inspirational story from an inspirational author of 60,000,000 books. Bach's allegory about a seagull who did not want to accept the limits imposed on him by nature and society became the number one best-selling novel of 1972. Jonathan Livingston Seagull became the biggest surprise of the publishing industry. No one expected a book less than 100 pages long — a mere 10,000 words — to rise to the most coveted spot on best-selling nonfiction and fiction lists. Yet JLS broke hardcover sales records, selling more than 1,000,000 copies in 1972 alone.

In the tradition of John Steinbeck's Travels with Charley, Richard Bach's Travels with Puff recounts his journey from Florida to Washington state in his Searey.
The media finally picked up on the allure of this deceptively simple story, and publisher Macmillan finally put money behind it. Jonathan Livingston Seagull went on to sell more than nine million copies in the first five years, and in 20 years, by 1992, the number totaled more than 30 million. In 2014, the sales figure passed 40 million copies. In the '70s, society was primed and ready for Jonathan's particular style of rebellion and perfection ... a bird who defied the rules. Some may see an analogy to Light-Sport Aircraft that have disrupted the enterprise of legacy aircraft builders. Richard served in the Navy Reserve and the Air National Guard as a F-84F pilot. He worked at Douglas Aircraft, was a contributing editor for Flying magazine, and later became a barnstormer. As part of his exploration of flight, Richard also sampled paragliding. Nearly all of his books involve flight, bringing his son James to state in an interview, "Dad regards flying as his religion."

A pair of Searey aircraft at the company's factory on a lake.
Beside Puff the Searey, the LSA Mall will feature a collection of Light-Sport Aircraft and light kit-built aircraft, all within the growing space of Paradise City, which has become the desired location for more exhibitors. Paradise City took a giant leap forward last year after some earlier years in the doldrums and it promises day-long action for those who stroll a short distance from what Sun 'n Fun calls the "core area." Some readers of ByDanJohnson.com will head directly to Paradise City. Others will wander through the show's hundreds of displays but all are welcome to catch a free ride on the Paradise City Xpress ... those twin six-seater golf carts driven by Paradise City volunteers. Hop a free ride and be sure to thank your volunteer driver. On your way into Sun 'n Fun 2014, you can find the big Rotax Aircraft Engine exhibit right on Doolittle Road just inside the main gate. Check out their newest 912iS engine (shhh ... it's still a secret) and offer your thanks for again providing the golf carts in their cooperation with LAMA, the Light Aircraft Manufacturers Association.


LSA Alive & Well: Slings in Stock; Evektor Sales
By Dan Johnson, March 17, 2014

The Great Recession was the pits ... for nearly all industries and most employees or small business owners. That's hardly newsworthy. However, the recovery from the recession — that government economists insist ended years ago — has been a long time coming. For too many out-of-work pilots, that recession lingers with us yet. Fortunately, the aviation economy appears to be improving. Although registrations didn't show it for 2013, the year provided more sales for sellers if not more airplanes for their customers. Now, the hope is that airplanes will emerge from factories faster and the general health of the industry will improve, which is good for seller and buyer alike. A couple companies have proof that things are looking up and I'd like to tell you a little about them.

Sling kits in stock at The Airplane Factory USA.

First is South Africa's The Airplane Factory (TAF) and their rep', TAF USA, led by Matt Litnaitzky and associate Ryan Ruel. (Matt has also made a reputation by being the importer of and provider for MGL Avionics.) Matt wrote, "[We've] been working hard over the last several months to carry kits in stock here in the U.S. and we have finally achieved this goal. We know that some of the biggest deterrents and hold-ups in the kit-building world are the lack of stock kits and long lead times for kit builders. We are determined to have kits and parts available to our builders with very short lead times." I visited Matt and Ryan more than a year ago at their Torrance, California location when they embarked on an inventory-building exercise and the photo shows their build-up success. "The factory in South Africa is now churning out more than five airplanes per month," reported Matt, "They are prioritizing shipments to the United States to help us build and carry stock for our customers. We currently have kits on hand and more are on the way after selling several last month."

TAF is one of at least five LSA producers that is entering the four seat market, in TAF's case with their Sling 4 (the LSA is Sling 2). So, Matt hastened to add, "We will be receiving Sling 4 kits as well, with the first several coming in just a couple months. We will also be working towards carrying a full stock of accessories and extras for the Sling 2 and Sling 4 kits, not just the airframe subassemblies. We will carry stock upholstery, electrics kits, firewall forward items, and much more, including hardware." Matt concluded, "We've been able to lower our ready-to-fly model lead time to eight weeks meaning we can get you flying faster than ever before. With a handful of builders already well on their way throughout the US and Slings flying on the West Coast we are set for a fast takeoff in 2014!"

Evektor's highly-evolved Harmony LSA with its elegant compound-angled wing.

Next is No. 1 ... that is, the first company ever approved as a Special LSA: Evektor. The Czech company is represented in the USA by Steve Minnich of Dreams Come True and Art Tarola of AB Flight in Pennsylvania. After the Sebring LSA Expo 2014, Steve wrote, "[We] signed orders for delivery of two Harmony LSA airplanes to customers in the USA. Just a week earlier Evektor shipped another two airplanes: two SportStar MAX with Night VFR equipment." He reported that an IFR-equipped Harmony LSA model comes with Garmin's G3X glass cockpit with autopilot. The aircraft, with the normally aspirated Rotax 912S was ordered by a flight training organization from the American Northeast. Evektor has enjoyed a long, beneficial relationship with several American flight school operations. "The second Harmony LSA is equipped with Dynon's 10-inch SkyView and integrated autopilot, Evektor's Night VFR package and the latest Rotax 912iS engine. This aircraft will be used for pilot touring by a private customer. Congratulations to both TAF USA and the Evektor reps; it is great to see our suppliers doing well so they can provide superior services to their customers.


An Impressive Record and Benchmark for CubCrafters
By Dan Johnson, March 13, 2014

Should the expression be "You can keep a good thing up?" It is more positive than "You can't keep a good man down." Up, in this case, is CubCrafters and their climb in market share rank. The Yakima, Washington company logged another record year in 2013 and hit an impressive benchmark as the engines of demand and production paint a picture of a revved-up juggernaut. Congratulations to CubCrafters but the real reward for their team is a steady stream of customers that are convinced by the innovative re-creation of one of aviation's most iconic designs. Among many smart decisions was the addition of the big 180-horsepower Titan 340CC engine, built by ECi, which gives the machine such exciting performance. I wonder if William Piper ever envisioned a CarbonCub SS.

CubCrafters delivered 63 new airplanes during 2013, soundly beating their solid performance of 48 CubCrafters in 2012. For LSA enthusiasts, the total number reduces by nine Top Cub units that are not aimed at the Light-Sport space, but that still leaves two Sport Cub models and 52 Carbon Cub Special LSA. That means a 12.5% growth in LSA sales and a new record for the company. CubCrafters also increased shipments of its Carbon Cub EX kit-built models by 50% over last year, marking a record for the company's Experimental Amateur Built kit program as well. While many producers are still struggling to climb out of the Great Recession (that supposedly ended more than four years ago), CubCrafters must be saying, "What recession?!"

The company reached another milestone by delivering its 300th CC11 aircraft in January of 2014 (photo). CubCrafters' CC11 family includes the popular Carbon Cub SS and Sport Cub S2 LSA models. "Serial Number 300 is a handsome Carbon Cub SS in Volcano Red bound for Idaho," noted CubCrafters. The company is growing so solidly that changes are needed. "As of [early March 2014], the next delivery position for a ready-to-fly airplane is in late August and new buyers of the Carbon Cub EX Kit can expect shipment in May.

CubCrafters' continued sales growth "has stretched the company's manufacturing facilities to the limit," officials reported. All manufacturing and assembly occurs in the company's three buildings encompassing 40,000 square feet. "Across the past four years we've done a great job of refining our processes," commented Jim Richmond, Founder and CEO of CubCrafters. "However, we've reached a point where our limited space will impede efficiency." To address this predicament, the company said that it purchased a 23-acre parcel adjacent to McAllister Airport in Yakima and has broken ground on a new composites fabrication shop. "The expansion will allow us to devote more space to composites, parts and kits, thereby affording an overall increase in production. Looking forward, the new property will accommodate additional construction as our needs grow."


Blackshape’s Prime Invades Canada & North America
By Dan Johnson, March 12, 2014

Though not a LSA, Prime is Rotax powered and weighs within LSA parameters.
At Aero 2013 in Friedrichshafen, Germany, I was caught by the smooth, lean lines of an airplane called Prime by designer/producer Blackshape. The LSA-sized two seater has an aggressive yet sweeping physique and small frontal area that benefits from tandem seating. While powered by Rotax and light enough to otherwise qualify as a Light-Sport, Prime has retractable gear and an in-flight adjustable prop so it cannot currently meet U.S. regulations. However, it has been approved by Transport Canada in their Advanced Ultralight Aircraft class that is very similar to LSA. Though speculation has continued for years, Canada has yet to embrace the U.S. LSA regulatory scheme. By the way, Aero 2014 is scheduled for April 9-12 — immediately following Sun 'n Fun 2014 (April 1-6) — and ByDanJohnson.com reporters will be on the scene to catch the newest offerings from Europe

We were arrested by the gutsy-looking Prime at Aero 2013. See more info on Prime.
Blackshape's Prime will be distributed in North America by the Aircit Aviation-Aviasport partnership. The importer reported, "Prime delivers ... performance and economy for a very low operating cost. Using a complete suite of electronic equipment, the Prime redefines the standards for pleasure and efficiency by taking full advantage of the strength and light weight of carbon fiber. The well-known and respected Rotax 912 ULS engine contributes to the reliability and efficiency of operation of this futuristic aircraft." Standard equipment: retractable landing gear; digital instrumentation; variable pitch propeller; autopilot; survival [cockpit] cell; and ballistic parachute. Prime specs: VNE of 212 mph; cruise at 75% throttle up to 170 mph (and remember, this is claimed from just 100 horsepower); maximum takeoff weight 1,232 pounds (the original LSA weight before it was bumped to 1,320 pounds). With two fuel tanks totaling 29 gallons, range at cruising speed is reported at 688 statute miles. In economy mode at 140 mph, range increases past 1,000 stature miles. Takeoff and landing requires less than 500 feet on a paved or smooth natural surface.

Blackshape is pleased that Italy's military is looking at Prime for basic training.
Developed and produced since 2011 by Blackshape SpA in Italy, Prime is now well known in Europe and the Middle-East. The importer claims the Italian Navy is working with Blackshape to develop a program using Prime aircraft to train its pilots for aircraft carrier operations. A more powerful version with Rotax's turbo 914 at 115 horsepower and 1,650 pound gross weight is reportedly in preparation for Canada and the United States. For more civil uses in North America — and for those who don't mind paying for the fetching shape, the Advanced Ultralight Aircraft (AULA) ready-to-fly version of Blackshape's Prime is available starting at about $242,000. Aircit Aviation-Aviasport's first model is expected in April at the Lachute, Quebec Airport, 40 minutes west of Montreal. The Italian manufacturer requires all Blackshape distributors to offer at least 10 hours of flight training in the Prime upon purchase.


Flying the Zigolo Motorglider ... a Pilot Report
By Dave Unwin, March 9, 2014

For many of us, the principal reason we fly is for fun. Not to go anywhere but up, or for no other reason than that the sky is always waiting, but never impatient. Unfortunately this very pure idea became subverted along the way, as the Cubs and Champs of our forefathers were replaced by the efficient but banal 150 and PA28. As the fun diminished the costs rose in proportion. One of the original ideas behind the whole LSA concept was affordability, but with some aircraft now priced up to $200,000 that particular principle seems to have been forgotten [though more modestly priced LSA do remain available]. Consequently, when Chip Erwin of Aeromarine LSA told me at the 2014 Sebring LSA Expo that he was bringing a new aircraft to market that required minimal assembly yet cost only $16,000 including the motor and a parachute rescue system you can bet I was interested.

Called Zigolo and made in Italy, it is a super-lightweight motorglider designed to meet Single Seat De-Regulated (SSDR) rules. [See more SSDR examples.] It was the great Leonardo (da Vinci, not di Caprio) who observed that, "simplicity is the ultimate sophistication" — and this seemingly simple machine is indeed quite sophisticated. Looking rather like a 1950's Slingsby T.38 'Grasshopper' primary glider, it features a traditional tubular structure with the wings and tail surfaces covered with fabric. It is currently powered by a two-stroke single cylinder Vittorazi Moster 185 engine that produces 25 horsepower yet only weighs a very impressive 25 pounds, although Chip also told me that plans to produce an electric-powered version are well advanced. Lightweight and fun, the Zigolo is also extremely competitively priced. As previously mentioned, the Almost-Ready-To-Fly version (which — it is claimed — can be assembled in an afternoon) is $16,000. The classic kit is only $14,500, with a claimed build time of about 100 hours. I flew it the week following the show, becoming only the second Zigolo pilot in the US of A in the process. While having a quick poke round it at Aeromarine LSA's South Lakeland base before taking it up for a quick flip, I couldn't help but notice that some of the engineering and materials were perhaps not quite of the high standard I've come to expect from Chip, but in his defense his primary agenda had been to fly an aircraft into the show — and he did. Production kits will use AN bolts, and the other minor snags I noticed will be addressed.

As you'd expect the instruments are an object display in minimalism, being a single LCD unit for rpm, CHT etc., plus a very simple ASI. Intriguingly the Zigolo is offered with a choice of whole aircraft recovery systems as standard — either a rocket-propelled BRS or the pneumatic Comelli system. The empty weight is 210 pounds and it's 18 feet long, with a wingspan of 36 feet 4 inches and a wing loading of 2.8 pounds per square foot. Zigolo stalls at 19 knots, cruises at 36 knots while burning 1.6 gallons per hour and has a Vne of 52 knots, while the minimum sink rate is 276 fpm and the best glide a claimed 11:1 Anyway, that's enough facts and figures — is this thing as much fun to fly as it looks? Absolutely! Having strapped it onto me (well, that's what it feels like) Chip gave the pull-start an energetic tug and the little motor burst into life. With Chip's parting words ringing in my ears — "no stalls, spins or high-speed stuff — we haven't had a chance to expand the envelope yet" — I resolved to keep everything right in the middle and just buzz around while getting a feel for the thing.

Zigolo's cockpit and construction are pure simplicity.
As I'd expected, as you have three wheels, no brakes and a fixed tailwheel (a castoring unit is in design) the trickiest part is taxiing. It requires a certain boldness, as the only way to do a 180 is stick full forward, squeeze the trigger (to blip the engine), full rudder and deftly pirouette while blipping the engine to keep the tail up! Oh, did I mention the throttle? It's a trigger on the stick. [As Dave mentioned above, instrumentation is similarly basic, for one, using the elegantly simple Hall Windspeed Meter that never needs a battery or any maintenance. Very simple aircraft like Zigolo do not need fancy glass cockpits to operate as a motorglider — ideally going aloft for engine shut down to exploring soaring flight, an act that will be even easier with an electric motor in the works. However, adding Garmin's Aera touchscreen GPS might be useful as would be a variometer, another compact and efficient device to measure lift. Both are light, small, and battery-powered. —DJ]

Davie likes it ... that grin is a dead giveaway.

Once lined up I realized that there really isn't anything to either check, set or adjust, so simply squeeze the trigger and off I jolly well went. The acceleration is reasonably good, and got better once I lifted the tiny tailwheel off the ground. As it slid into the sky I immediately saw the attraction of this curious contraption. The forward field of view is exceptional, the aircraft feels surprisingly stable and it's just — well — fun! As I know this is the sole Zigolo in the country and it has only a few hours on it I content myself with buzzing up and down the runway for Jim Lawrence's camera and making lots of take offs and landings. It's a real hoot, and I'd love to fly the electric version on a gentle summer's evening and spend a lazy hour simply floating about as the last of the day's thermals waft out of a warm wood. One of my favorite maxims is "never fly over anything you can't glide clear of" — and having an electric motor would definitely be nice, as with a best L/D of only 11:1 Zigolo won't glide too far.

All photos with this article are courtesy of James Lawrence. Visit his new website plus see more about James and Dave.

Of course, all SSDRs have their limitations. Quite obviously, any wind much more than a gentle zephyr would make flying it most disagreeable. However, if you want a simple, affordable machine whose primary purpose is to simply allow people to experience the joy of flight then this could be just the thing. So can the Zigolo make sport flying truly affordable? I hope so. As the late but not overly lamented Spice Girls might have put it, I really, really, really want to zig-a-zig Zigolo!


Pilots, Start Your (LSA) Engines!
By Dan Johnson, March 8, 2014

Renegade's Lil' Rascal
In aviation, one of our most noteworthy events is the Reno Air Races. Sadly, that longtime and much storied race series has an uncertain future due to leadership challenges and rising costs. While those organizers sort that out, here comes busy LSA entrepreneur Doc' Bailey, who seems never to sit still for long. Doc' is the man behind Renegade Light Sport Aircraft, builder of the Falcon (more on that at the end), the installation of Lycoming O-233 engine on various aircraft, the importer of the B.O.T. Super Cruiser and the D-Motor engine, and a participant in training wounded U.S. soldiers in hand-controlled Light-Sport Aircraft. His latest push is for SPAR, the Sport Pilot Air Races. Create a mental picture of the Red Bull Air Races but flown in powerful LSA or light kits and you'll get the basic idea (albeit without the fantastic ad budget). SPAR organizers say the basic idea is a single aircraft being timed while running through a closed course (see nearby diagram).

"Sport Planes will explode through a series of twists and turns between, around these exciting obstacles we call 'Pylons'," Doc' reported. "These are real LSA Sport Planes; all the planes are set up to be completely stock and completely equal in every respect. SPAR is designed so that no pilot has the advantage of a superior aircraft over another pilot." Simply the idea is to lets pilot skills compete. Doc' plans both monoplane and biplane categories and more distinctions as the plan progresses. "We will use fuel quantities and ballast to ensure the aircraft and pilots will all weigh in equally. This ensures that no pilot, plane, or team has a weight advantage over another competitor." Renegade's Mizzourah Tail Dragger is one likely entry as is their new Lil' Rascal. Both are Lycoming powered; Doc' is a big fan of the U.S. powerplant.

Another new entry is SPA's Panther, a hot single place made for aerobatics (video). The idea according to Doc' is, "Each aircraft will race against four of its siblings to form a division of totally equal racers. Then for the grand finale each division winner will race for the grand champion at the end of the day. Spectators will find out who's the best pilot for all the divisions." Such closed course air racing, as made famous worldwide by the high performance teams flying in the Red Bull events, are very suitable for TV as the aircraft can generally be kept in sight at all times much like oval track auto racing. Bailey reported, "First to be involved was Patty Wagstaff, the 'First Lady of Aerobatics.' We are proud and honored to have Patty involved with the SPAR Circuit." Doc' has been forming a board with interest from other air racing experts. We shot a video with Doc' on the SPAR concept and will post that on our LSA Video pages as soon as it is edited and uploaded.

Doc' Bailey visits with aerobatics legend, Patty Wagstaff ... (watch our video interview with Patty).
And now ... from the If-You-Can-Believe-This Department: Renegade Light Sport Aircraft received a "cease and desist" letter from Dassault Falcon, maker of high end business jets, called, wait for it ... Falcon, in models 2000S to 7X. Seems they're concerned that customers or the public might see the little two-seater LSA Falcon and confuse it with a $25-50 million bizjet. While I recognize and respect the value of a brand that seems a bit of a stretch to me. Corporate counsels have to justify their executive pay, I suppose, and so Doc' is resigned to the likelihood of having to change the name of his low wing composite LSA. He said the company (and its predecessor) has used the name Falcon for several years without a challenge. Evidently they just popped up on the radar of the big French company. Meanwhile, Doc' continues like all entrepreneurs and forges on ahead. Good luck, Doc' ... both with the rebranding effort and with SPAR. The latter appears to offer a promise to gain more publicity for Light-Sport Aircraft.



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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

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.

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

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?

Tecnam is the world's leading manufacturer of Light-Sport-eligible aircraft offering five models. The world's fastest-selling light twin, a four seat single engine model, and an 11-seat twin complete the range.

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.

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.


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.

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

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.



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.

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.

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

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

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.

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.

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.

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.

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.

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.

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!

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.

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.

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.

CubCrafters is the best selling Light-Sport Aircraft in recent years. Their success formula: reinvent an iconic design using computer analysis and modern materials, give it more power, features and a finer finish, upgrade it steadily, and do it all in the USA.

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.

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.

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.

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.

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