Not a company to rest on their laurels, TL Ultralight -- represented in America since the beginning of LSA by Sportair USA -- debuted their Sting S4 at the German Aero show in April. Besides developing an all-new high-wing design (the TL-3000 Sirius ...photo inset) -- the S4 is the newest generation of the Czech company's popular low wing, all-carbon-fiber Sting. Sting was the #5 SLSA ever certified and it has developed a solid U.S. following. *** TL designers know how to mold smooth lines into their designs, but they have also been dedicating hours of work to further refine one of the more evolved LSA on the market. Here's a short list of the new developments for the Sting S4: * A stiffer-framed, better-sealed canopy improves ventilation with a vent port built right in the canopy frame; * A new instrument panel better accommodates large screen systems like Dynon's SkyView (lower photo); * The top of the instrument panel now provides a couple handholds to assist entry/exit plus a central cavity that can hold a few small items; * Adjustable rudder pedals range 10 inches via an easy control between your lower legs (see in lower left photo in front of joystick); * Baggage capacity has been increased to 55 pounds, the compartment has been upholstered, and has a cargo net; * The entire tri-gear has been completely redesigned to provide better shock absorption and ground handling; * A new engine cowling improves cooling; * the vertical tail has been enlarged to improve stability; and, * Manual flaps have given way to easy-to-use electric flaps with the controller placed in a slightly enlarged center console. Pair all these upgrades to the decked-out equipment list supplied by Sportair USA and S4 should continue the design's winning ways.

Way back near the dawn of Light-Sport Aircraft... in 2007, two Indian military pilots flew a CT around the world to commemorate the 75th anniversary of the Indian Air Force. (CT later became one of the first LSA used in an Indian flight school.) *** On April 30th, two Swiss airline pilots took off on another round the globe flight to honor the 100th anniversary of the first flight in their country back in 1910. But this is a different effort than the 2007 Indian circumnavigation. The Swiss pilots -- Yannick Bovier, 37, and Francisco Agullo, 41 -- are using Flight Design's newest model, the CTLS... and they're using two of them! Yep, each qualified pilot will fly his own CTLS, and to keep things straight, they've named their aircraft Celine and Dreamcatcher. They'll emulate South Africans Mike Blythe and James Pitman's globe-girdling flight by going east-to-west. *** The Swiss pair have four worthy goals: * Pay a tribute to the pioneers and commemorate the 100th anniversary of Swiss aviation; * Promote a more ecological and economical general aviation in order to reduce its environmental impact in the future; * Inspire young people thinking of starting in aviation or making a career out of it; * Make a dream come true and encourage other people to act and fulfill their own dreams. *** "U.S. stops are planned for Miami, Dallas, Las Vegas, Nevada and Monterey, California," reported John Gilmore, National Sales Manager for Flight Design USA. "[We are] arranging for Yannick and Francisco to meet American CT owners plus interested media. We believe this immense undertaking shows very well how effective the CTLS can be at flying long distances. I guess...! -- 27,500 miles, 18 countries, five continents, and two oceans.

Michael Combs's epic Flight For The Human Spirit odyssey just made it into Chicago a few hours ago after a whirlwind tour of the Northeast (he just missed some premature, summery 90-degree weather -- and nasty thunderstorms). *** Since Michael's flying a new Remos GX, I thought to make a sympatico gesture by taking the air in the same type, and, I confess, to prep my flight report for the July print issue of P&P. *** BTW, Tom Peghiny, Prez of Flight Design, told me recently he was in the dark whenever I wrote "dead tree P&P".  (I guess he doesn't read Time magazine online, they say "dead tree Time" all the, uh, time.)  Alas, in deference to Tom and others similarly not conversant in super-hip online lingo, I must abandon journalistic trendiness in favor of humdrum journalistic clarity.) *** Anyway, with many thanks to Ron Glazer of Remos (and Marketing Veep Ken Weaver, who sent him up) for making an extra leg to meet me, I finally got my chance to fly the bird.  *** Ron flew the 2010 Remos GX Aviator II (full panel version) into Great Barrington Airport (GBR) in Massachusetts -- one of God's little aviation secrets, shhh! *** Ron, a recent grad of Embry Riddle who's already racked up 435 hours in the GX (!), showed me the ropes and confirmed what I'd long suspected from anecdotal reports: all that high-profile presence and aggressive marketing from Remos is backed up by a first-class SLSA. *** Of course, you'll want to read my full report in the mag, but here's a brief kiss-and-tell: * Wonderfully light, smooth handling in all axes * Very comfortable and stable in flight * Really well-thought out panel placement of knobs, breakers, etc. * Ground handling with the steerable nose and console brake is like driving around a go-cart... very precise, very easy *** Meanwhile, I am grooving psychically with Michael Combs on his flight because I know he's got a terrific LSA to carry forth his crusade... just wish I was with him!

I thought I'd share a couple interesting videos recently posted on the Icon Aircraft website.  There's a multimedia gallery of high-profile, appealing eye candy, including YouTube videos chronicling various aspects of the ongoing test program for the company's A5 amphibian S-LSA. *** Two I found particularly interesting: a stall sequence and a potpourri of recent flight test ops. *** First, the stall sequence shows the classic tufted airflow indicators taped to the wing to demonstrate inflight stall progression from the root outward. *** Watch the tufts near the root begin to wiggle and change direction first, demonstrating loss of lift.  Then see the stall move outward from the root and along the trailing edge.  To my eye, it seems like the middle of the wing completely stalls before the root.  I'd like to know about the aerodynamic significance of that, and why the wing doesn't stall more classically at the root first. *** Also notice how the flaps appear to be taped at the inboard seam, which would seem to prevent deployment from 0 degrees. *** Whatever it all means, it's fascinating to watch aerodynamic design theory demonstrated so dramatically! *** The other video is a series of short in-flight clips of water/land-launching capabilities, water taxiing versatility and in-flight maneuvers, both from a photo plane and from the ground. *** I watched the Icon go through its paces at the Oshkosh Seaplane Base last summer (along with hundreds of other folks) and was particularly impressed with the nimble, smooth handling and sexy inflight look of the amphib. *** In sync with the company's marketing approach for the Icon - "Jetski For The Sky!" - the flight video shows a couple (wingless) jetskis in formation on the water with the A5.  Very cool, very smart - but nothing this company has done so far seems remotely second class. *** Case in point: Demonstrating how well-connected, sophisticated and well-funded this company's principals are, an Icon mockup is on display at John F. Kennedy Airport in NYC to celebrate Jet Blue Airline's 10th anniversary! *** Icon continues to refine the bird toward ever-more-benign (translate: fun and safe for new pilots) handling that should greatly aid its push to attract watersport/non-pilot types to its market segment. *** High speed water taxi testing continues along with ocean operations, such as challenging entry/exit tests near Long Beach, CA. *** Everything seems on track to deliver the bird by 3rd Quarter 2011...hey, that's next year!  Can't wait for a demo myself.  Maybe I can get my LSA water rating in an Icon: wouldn't that be a trip? ***    ---photo and videos courtesy Icon Aircraft

I once followed judging at shows like AirVenture and Sun 'n Fun. In fact, an aircraft I helped inspire -- a modernized primary glider called the SuperFloater -- won Outstanding New Design at Sun 'n Fun 1995. Judges closely examined homebuilts, kit or restored vintage airplanes, and warbirds. If they included factory built aircraft, I was not aware of it. *** So, this year I admitted surprise after learning factory-built Light-Sport Aircraft won awards. *** To honor the hundreds or thousands of hours people put into their winners, I want to highlight some LSA and ultralights that judges liked. The Grand Champion LSA was Wayne Spring's 2010 Predator powered parachute; Reserve Grand Champ was James Jonannes' 2009 Arion Lightning LS-1; Grand Champion Ultralight was James Wiebe's 2010 Belite Superlite; and, Reserve Grand Champ was Danny Dezauche's 2010 CGS Hawk Ultra. *** Other LSA winners included "Best Commercial" -- Gobosh 700; "Special Award for Innovation" -- Powrachute AirWolf; and, "Outstanding New Design" -- Evolution Revo. *** Rainbow Aviation imports the 3Xtrim Navigator 600 and won a Special Award for Safety Practices in Light Sport Aircraft. Importer Waldemar Wrona said, "Many visitors were impressed with detailing inside and out on the Navigator 600." He thinks that after a few years of LSA, customers are more educated and looking for quality, safety, and durability. "Our plane can deliver." *** Lightweight trike maker, Mike Theeke of Tennessee walked away with two awards: "Best Commercial Ultralight" and "Best Type - Trike Ultralight." *** Congratulations to all winners. Click for a list. *** Piper Aircraft won an award for their handsome overall display, which prominently featured their PiperSport LSA. *** Winning is not a popularity contest. These judges practically use a microscope; even scratches on a bolt head will cost points. Any individual or company passing these judging standards has done something significant. In fact, the hours it takes to win usually explains why owner/builders beat professional factory technicians. A factory cannot usually put the time in to make a winner meaning LSA producers capturing awards are doing something right.

In the endless tree-covered rolling terrain of northwestern Tennessee resides a Canadian manufacturer of Italian aircraft. Welcome to Skykits, producer of two models of Savannah, a STOL (Short Take Off and Landing) design from ICP of Italy plus a newer variation of ICP's Vimana, which Skykits calls Rampage. *** Starting out in his native Canada, Eric Giles found a willing Tennessee community offering incentives if he set up shop at the local airport. Housed in a new facility (photos), Skykits ranks in the top 20 producers that generate about 90% of all SLSA registered to date. *** After ASTM-certifying four models Skykits offers three today: Savannah VG with vortex generators replacing earlier fixed leading edge slots; Savannah VGW, the VG's larger brother done in wide body form ("47 inches plus bubble doors"); and Rampage with electrically-deployable leading edge slats mated to Fowler flaps. The result of the latter effort, said Skykits, is "an airplane that will cruise at 115 mph yet land and takeoff in under 200 feet!" Indeed the company quotes takeoff over a 50 foot obstacle at just 319 feet. Go ahead and compare that to most LSA, though many can run significantly faster than the 100-knot cruise of Rampage. *** Skykits also sells the Savannah models in ELSA kit form and a carbon and Kevlar amphibious float system. *** An important distinction of Skykits airplanes are modest prices. In ready-to-fly form with 100-hp Rotax 912 engines, three-blade props, and basic panels, prices range from $74,000 to $85,000. No wonder the Paris company logged four sales at Sun 'n Fun 2010. [UPDATE 5/12/10] On a factory visit today, Eric Giles spoke about the excellent support he has received from the town of Paris, Tennessee including the mayor, airport manager, and other officials. His leased 21,000 square foot building is brand-new and a huge parking apron out front were provided as an incentive to encourage him to relocate from Canada. I'm always pleased to hear of such a warm welcome for a LSA company.

Getting the word out to the great unwashed about the virtues of LSA flight -- even with the inevitable "mainstream media" gaffes and the general buffoonery it typically displays regarding general aviation -- is an ongoing devotion for all LSA entrepreneurs, from manufacturers to flight schools. *** Witness then this terrific video clip that enterprising young Brit' (profiled in my blog a few weeks ago) Charlie Thompson of Santa Monica Flyers pulled off on Los Angeles's local, venerable tv station, KTLA. *** I remember KTLA and it's veteran newscasters since age 5 (that's six decades back, sports fans!) The station has a long and storied history, so having it run a spot extolling the virtues of LSA during its prime broadcast slot and also posted on the web is a real plum for sure. *** Charlie wisely told the reporter the aircraft he was flying was the PiperSport, although in fact he's training and doing demos in a CZAW SportCruiser. *** There were the usual daffy phrases we've come to expect from "infotainment" news spots, such as "This airplane is singlehandedly changing the face of the flying community," and "Beat the hassle of airports!" *** To be fair, the reporter did a reasonable job considering how badly the media usually does with aviation stories. For instance, he accurately reported on the virtues of LSA, using automobile comparisons (what else from car-centric L.A.?): * low fuel burn: "at 40 miles per gallon, it beats every car in mileage except the Prius!" * aircraft price: "It costs the same as a high-end Porsche!" * and fuel burn again: "You can fly yourself to Las Vegas for only $45!" *** Ah, how I miss the Land of Lah. *** But image is everything, likewise positive stories -- any positive stories -- about general aviation. *** So even though we LSAers know that SportCruiser (which the tele reporter happily dubbed "PiperSport Cruiser") is essentially the same airplane as the PiperSport, I still say "Well done, Charlie Thompson!"

As they connect the dots of their plan to circumnavigate the world in celebration of 100 years of aviation in Switzerland, Yannick Bovier and Francisco Agullo have now spanned one immense body of water. The pair of twin Flight Design CTLS "Ecolight" aircraft cleared a big hurdle with the jump across the Atlantic from Africa to Brazil (map photo). Bigger bodies of water await the dynamic duo, two young European airline pilots. But before setting out across the Pacific, they will cruise across the USA to receptions like that which greeted the pair in Maimi. *** Flight Design USA's John Gilmore says, "These kind of very long distance flight show pilots that Light-Sport Aircraft like CTLS can fly long distances reliably and efficiently." All round-the-world flights so far in LSA have used the Rotax 912; this engine recently increased its Time Between Overhaul (TBO) to 2,000 hours, a comparable value to long-proven engines like Continental and Lycoming. *** The aircraft were specially fitted with fuel tanks designed to occupy space already first envisioned for a human. CTLS normally has 35 gallons of fuel; the Swiss pair have 120 gallons, a total of 720 pounds of fuel. At economical power settings, this equates to nearly 30 hours of continuous operation, permitting non-stop flight legs of more than 2,500 nautical miles. The additional tank accounts for 510 pounds... and that's before survival gear needed in the event of an ocean landing. Also notice the limited space left for the pilot, who will spend more than 200 hours in the Pilot in Command seat... solo. Each has a wing man and that's surely comforting if something goes wrong, but each pilot must also do all the flying, thus, this Azimut 270 undertaking represents genuine twin around-the-world flights.

Sun 'n Fun was a bright spot for the light aircraft industry as more than 20 sales appeared likely or were consummated. Yet anecdotal reports about generally sluggish sales were confirmed in a recent review. At least until Sun 'n Fun, Light-Sport Aircraft FAA registrations show 2010 was even slower than a tough 2009. Last year, the industry registered 234 airplanes (plus weight-shift and powered parachutes yielding approximately 275 total LSA of all types). That's more than 20 airplanes a month, yet 2010 appears to have slowed to around 15 per month. Those figures compare with about 45 per month back in 2006 and 2007. *** Why? No one has a crystal ball, but common suspects are: * an oscillating stock market causing hesitation among would-be buyers; * government budget problems, both in Europe and in the U.S.; * a still-stagnant housing market; and, * a widely-held feeling that LSA are still proving themselves, both for the certification method and many unfamiliar brands especially when the latter affects perceptions of customer service. *** I believe the industry is addressing the last issues, but the rest are far beyond the control of producers, even as a group. Nonetheless 2010 offers a couple surprises and some familiar results. Following is a brief recap to accompany our standard chart, which shows market rank expressed as total fleet size since the first registrations in 2005. *** The top surprises are a strong performance by CubCrafters, which registered 17 aircraft in the first third of 2010 (January through April) moving up to the #4 position, and the arrival of Paradise in the Top 20 Ranking. For 2010 FAA registrations, the SportCub builder was trailed by Flight Design at 9; Tecnam at 8; CSA (PiperSport) with 7; Cessna 6; American Legend, Arion (Lightning), and Paradise at 3 each; and TL (Sportair USA), Aeropro (Aerotrek), and FPNA at 2 each. *** However, some familiar Top 10 brands are eerily quiet: Remos, Jabiru, Evektor, and AMD. One possible bright spot: the euro's sharp decline against the dollar may reduce the retail price of European imports. Another: Sun 'n Fun sales success may be the beginning of a new phase.

If you've checked into Facebook since January you may know that PiperSport has its own page that you can become a fan of (I am, along with 9,200 others so far!) *** What you probably don't know is there's a fascinating video interview that chronicles why and how Piper decided to add social media such as Facebook and YouTube to its marketing strategy for the already-popular LSA. *** Very very interesting, and likely a sign of future marketing efforts from ad-cash-starved LSA makers. *** To date, the only other company I know that has a Facebook presence is Gobosh, and they've been there for some time. *** I won't reprise the entire video clip (it's well worth watching), but here are some of the highlights: *** Back in January, Piper's content creators were tasked with making a video for the imminent launch of the PiperSport (the rebadged, "Piperized" CZAW SportCruiser).  They also had to set up a Twitter feed, YouTube channel and the Facebook fan page. *** And they had a week to do it in. *** Greg Jarboe does a video interview for Search Engine Watch with Michael Kolowich of Boston's DigiNovations, who gives a thumbnail of the entire project.  Here's the video; in case it's slow to load, go here: *** Things that caught my ear from the video: * The goal was to create a less formal market presence that would work on authenticity, including interviews with Piper notables including Piper's Chief Engineer and my longtime colleague Bart Jones, the company's Chief Pilot. * Piper wanted a "live feel." * It had to be up in time for the January launch date at Sebring. * A PiperSport was sold online the very first week...and paid for with PayPal! * the creators input key tag phrases to help web searchers find the site, including: light sport aircraft and the brand names of key competitors -- very smart. * The Facebook video was viewed more than 7,000 times the first week. * PiperSport's YouTube channel has more than 22,000 viewings for several of its videos. *** A lot of marketing types would do well to watch Piper's venture into social media, especially if it proves a sales success.

I've had my head buried in pilot reports, image processing and P&P's 2010 LSA Buyer's Guide. Guides in particular never seem like they'll be such a mind-numbing chore yet every time the same number of eyeball-jittering, typing finger-stiffening days roll by. Look for it in the Oshkosh issue, late June I think. *** There are 107 registered LSA models on the books.  I couldn't write about all of them so went with the top-selling 20, realizing even then some great airplanes get left out, so I factored in another couple dozen or so that stand a good chance of garnering market share in the future. *** Most if not all The Magnificent 107 remain in some state of production - a minor miracle given our sluggish  economy.  Even more new designs approach ASTM certification this year.  Clearly it's going to be a big pie -- with a lot of small slices -- for a long time to come. *** Given our "Little Industry That Can" bravura, it's always a lamentable duty to report whenever a noteworthy aviation project goes down the tubes.  But reality is reality:  the Sadler Vampire project is looking for another owner. *** The original Vampire revved everybody up back in the early '80s as a unique, single seat ultralight. *** Here's a summary from an excellent Wikipedia blurb: *** The Vampire won Grand Champion Design at Oshkosh in 1982.   Bill Sadler started up American Microflight, which became Sadler Aircraft Co., and by 1984 was cranking out 4 units per month!  Not long after, ABC's 20/20 broadcast its infamous, recklessly distorted "expose" on the danger of ultralights that nearly killed the industry singlehandedly, or I should say underhandedly...a cautionary testament, more evident than ever in today's media, to the press's power to inflame irrational fear in the general public, whatever the truth might be. *** Anyway, Sadler, facing the dramatic industry downturn everybody suffered after 20/20, sold the rights to Aero.V.Australia. *** By the late '80s, Sadler developed a military version: the aptly-named Piranha, with enclosed cockpit, bullet-resistant Kevlar fuselage pod, machine gun mounts in the wing roots, all to support a ground attack, interdiction and counterinsurgency mission.  Holy Third World combat ops, Batman! *** A UAV (unmanned) version was developed around the same time but never flew without a pilot. *** David Littlejohn, VP of Sadler Aircraft, just informed me that once the principals looked at the books, they realized they'd have to sell 40 units just to break even on R&D expenses in their attempt to bring the Vampire to the S-LSA market. *** In his own words (excerpted): *** "...the economic downturn ...has taken its toll on the Vampire. I'm disappointed to report that the Vampire project is being suspended and offered for sale. *** I apologize to all that have been following our progress. As is so often the case though, we had lots of "interested" folks, but not folks interested enough to commit...money in escrow and secure aircraft. As such, we failed to meet the required pipeline commitments needed to receive second-stage capital from our investors.  It's frustrating.  But such is reality in periods of economic uncertainty. *** At this time we are seeking buyers of the company. Specifically, we have the prototype Vampire and various parts for three more Vampires already under construction. We are asking for $50,000 obo (development costs were more than 15 times [that] amount). And that price includes a nearly brand new Jabiru 3300 with under 100 hours on it. *** At this time the company is being sold as a package including: prototype Vampire (has flown, but not flying now), wing sections for 4 aircraft (unskinnned), raw aluminum to skin the wings, spars and tail booms for 2 planes, landing gear for 4 planes, various other miscellaneous parts. *** If interested...please send an email to: info@sadleraircraft.com. *** The Vampire was an exciting original from day one...if it's resurrected yet again, maybe it should be renamed the

Lazarus - this is one design that just won't die. *** We sincerely wish everybody connected with Sadler Aircraft the best of good fortune going forward. [UPDATE 5/26/10: Sadler's Vampire did not win SLSA approval so is not on our SLSA List, therefore, the figure 107 approved LSA remains the same. If interested, you can watch a video on the Vampire shot at AirVenture 2009. --DJ]

One of the oft-repeated questions about this new thing called Light-Sport Aircraft is: "When will the shakeout occur? When will some of these 75 companies [who certified a SLSA] disappear... and which ones will fail?" *** First, my ability to see the future is no better than anyone else. We've lost a few suppliers (Taylorcraft, Urban Air, Spain's CAG, Higher Class). But as a longtime observer of many sport aviation segments, here's my view: (1) The current market leaders -- the top dozen or so -- will likely remain as they've already proven themselves. Remember, many overseas brands have world markets so they don't rely 100% on U.S. sales. And should they fail, it will most likely be due to business practices, not their aircraft design. A few newcomers will enter the top ranks, including such legacy brands as Cessna (which has presently delivered so few Skycatchers that the giant manufacturer is not yet in the Top 20). (2) I see room for a significant number of specialty producers who fill niches of interest to various pilot groups. Seaplanes, gliders or motorgliders, gyros, powered parachutes, and trike producers are examples of what I'd call "alternative aircraft." Some aviators love these segments and will support producers of quality aircraft. (3) My best guess is that it's a group in the middle that will quietly disappear, the "me-too" aircraft that don't offer something different and cannot compete with the big boys. *** Companies focusing on seaplanes or floatplanes include SeaMax, Sea Rey, FPNA, and, when certified, Icon. My guess is they will prosper so long as a reasonable number of customers continue to enjoy their designs. Yes, some other companies offer floats on their land planes, but the seaplane market is not their primary focus. *** Florida-based SeaMax USA recently made deliveries of a couple more airplanes and the photos show the appeal. Really now... wouldn't you love to live in that big house with water toys including the SeaMax right out front? I know I would!

Caught up with Jim Lee recently to find out what's up with the Phoenix motorglider I wrote about here a few weeks back. *** The good news is his full time devotion to making Phoenix the Next Big Thing in LSA motorized soaring flight.  He's renamed his Urban Air company Phoenix Air USA. *** Believe me, if you haven't tried a motorglider, you're missing one of aviation's greatest experiences. *** Imagine cruising along as fast as 115 knots on a thermally active afternoon.  Up ahead, a big, white cumie cloud with a flat, gray bottom presents an irrestible invitation. *** Here's where the fun starts: as you get closer, you turn off the engine, feather the prop, trim up for minimum sink, and start looking for the lift under the cloud.  In a minute or two your search is rewarded with a good, strong push under the left wing - That's lift calling your name! *** You quickly bank the Phoenix left, the vario starts singing, and up you go toward cloud base.  Yee haw! *** After an hour or so of working the lift and drifting downrange, you flip a couple switches, turn the key, and the Rotax 912 ULS hums to life and off you go. *** For a real (not imaginary like this one) flight report, read Jim's right here.  He compares the Phoenix to the Lambada, which it essentially replaces as that airplane is no longer in production. *** Jim seems to like everything about the Phoenix, including it's 15-meter span, excellent sink rate, and the economical long range cruise given its beautiful all-composite streamlined shape. *** I'd hoped to fly the Phoenix at Sun 'n Fun last April because I fell in love with the Lambada.  But delivery to the U.S. was delayed. *** Now, sez Jim, two are on the boat from Europe, with another coming soon after. *** Even with current sluggish LSA sales numbers, there's little doubt this is one airplane to watch: if it's even a bit better than the Lambada I flew, as Jim claims, anybody with a hankering for motorized gliding flight will be smitten too. *** BTW, Jim is no longer representing Evektor in the U.S. (more details on Evektor's direct marketing plans soon, as I receive requested details from the Czech headquarters.) ***     ---photos courtesy Phoenix Air USA

Recently, I blogged about a Tennessee town that welcomed Skykits from Canada, providing a brand-new facility for them to use. A town in Florida also saw the potential of a light aircraft manufacturer and had a new building with lake access available. *** Arguably the most successful light aircraft seaplane producer is Progressive Aerodyne and their SeaRey amphibian. How successful? In January, they delivered SeaRey kit #500 to its owner in Belgium. That impressive number doesn't tell the whole story, which centers around the tight community of SeaRey builders who often help each other and not solely with builder questions. In my years in aviation, I've never seen a closer group but then, as a fellow seaplane lover, that doesn't surprise me; seaplane aviators share a common bond. Now, the SeaRey team is working hard to finish their SLSA version, giving enthusiasts a chance to buy a ready-to-fly SeaRey or a kit. *** Recently this company moved from its longtime location to a new facility. The old quarters were not on an airport or near the water. For a kit producer that was fine, but as Progressive Aerodyne heads toward fully-built production, it's far better to have a place you can fly the airplane that just rolled out of your factory. *** Several SeaRey customers helped buy the building, then physically aided the relocation effort to Tavares, Florida, a town about 45 minutes north and west of Orlando in what is often called the "lakes district" The reference becomes obvious when you look at a map of central Florida; ideal for a seaplane producer. SeaRey marketing chief Darrell Lynds reported, "Tavares has aspired to become the largest seaplane base on the East Coast. The town just completed a $7 million seaplane base, marina, and park.  It will also feature premium auto gas and 100LL fuel stations. We approached them a year and a half ago about who we are and what we do. Right on the spot, the city leaders piled us into cars and drove us to this new building on State Route 19. We were stunned. The layout of the building, access to the shoreline, and distance from all other dwellings made it perfect for a SeaRey factory."

Here's a hot item that should shake the dust off the notion that LSA are little toy airplanes. (Sorry, couldn't resist.) *** With all the concern recently over ash cloud emissions from Iceland's Eyjafajallawhatever volcano that disrupted global air transportation (and also revealed how precarious airline business models must if, as reported, they were in drastic financial jeopardy after only a few days of lost revenues), comes this fun and good news: *** A specially equipped Flight Design CT Supralite has been called into duty to measure atmospheric volcanic dust levels.  *** The Supralite is a version of the European CT line that is popular here as the CTLS. *** Duesseldorf Technical University's Department of Volcanology set up the ongoing study, including rigging the cabin with an oxygen system for higher altitude measurements. *** The program includes monitoring sulfur and particulate concentration in levels from 1,000 to 14,000 feet. The objective is to create a clearer picture of the density and dispersal pattern of volcanic ash clouds. *** The CT makes a great research aircraft because of its good climb (1,000 fpm) and high ceiling capability over 14,000 feet.  Add in the fast cruise, long legs, roomy cockpit for instrument monitoring equipment and the low cost of operation, and it's easy to see why the University chose the Supralite. *** "As the CT series is a perfect survey aircraft," said Flight Design's CEO Matthias Betsch (who was himself delayed returning to Germany from Sun 'n Fun 2010 by the ash cloud). "Flight Design believes that more of its aircraft will be used for this kind of purpose." *** Just another example of how LSA are working their way into the mainstream by demonstrating utility.

Recent government actions cast a shadow over the freedom enjoyed by the LSA community. When issuing the new rule in 2004, FAA relinquished direct involvement with aircraft certification in an admirable display of innovative experimentation. The new approach depends on industry consensus standards, often referred to as "ASTM standards," to certify an aircraft. *** In May this year, FAA issued its Manufacturers Assessment report following the agency's visit to 30 manufacturers or their U.S. importers (mostly the latter). The report is "tough love" in that it shows many ways the industry must improve... with an implied "or else" lurking in the margins. Top FAA and NTSB officials have publicly and repeatedly said they are generally satisfied with the safety record of this five-year-old industry. But many in FAA are accustomed to government having a significant oversight role in the manufacture of aircraft and that was upended with the LSA movement. It's often hard to give up control (right, parents?). *** Across the Atlantic in Europe, EASA is proposing a "top-down approach" (EASA's term), meaning you take all the regulation of, say, airliners and whittle away things you don't need. That leaves a lot of unneeded regulation. Contrarily, in the U.S., FAA used -- again, according to EASA -- a "bottom-up approach" where you sweep away all regs and start from scratch, theoretically just with the ones you need. Consequently, EASA is proposing a much heavier hand, requiring LSA producers to gain Design Organization Approval (DOA) and Production Organization Approval (POA) in addition to some type of Type Certificate. And since EASA must pay for itself through "Fees and Charges," a small manufacturer's costs may rise dramatically... by many tens of thousands of euros, every year!, to maintain manufacturing approval. Enacted as proposed, many experts believe the costs could gut the LSA industry in Europe. *** Despite all the challenges, the promise remains for a worldwide unified set of relatively simple standards. FAA continues to work in harmony with industry. And LAMA-Europe was formed to confront EASA's burdensome proposals. LSA remain the lowest-cost fully-built aircraft you can buy. These advantages will overcome the dark clouds, I'm confident.

Whoopsie.  In my last post on the Phoenix motorglider, I had some incorrect info that Jim Lee set me right on, so here's the skinny. *** Urban Air USA, which Jim represented and which imported and marketed the Lambada motorglider is being purchased, he said, "with plans to return the Samba XXL (composite low wing SLSA) and Lambada (SLSA motorglider) to production." *** Jim also notes Phoenix Air S.R.O. and his Lee Aviation LLC, dba Phoenix Air USA, are completely different companies with no relationship to Urban Air. *** Also, I'd mentioned Evektor's new direct-sale program, but Mr. Lee also noted that Evektor is still working out the details and may not do direct sale ops but some other program instead. *** I've got queries into the Czech company and will update once I hear. *** Thanks for the clarifications, Jim!

For all you LSA California Dreamers out there, one of the oldest LSA schools in the southwest is worth a closer look. *** San Diego Sport Flyers has been rolling the LSA dice for more than two years now and reports it has grown to 50 members and claims to get "several calls per day pertaining to the Sport Pilot license." *** AOPA recently praised the LSA school for its "right stuff" -- and that was an unsolicited rave. *** The school just added a Legend Cub to the fleet and plans to bring on the Icon A5 once it's through testing and development, too, sometime next year. *** Already online are the Gobosh 700, SportCruiser and Sting Sport shown. *** Tom Ellery, President of the operation, told Plane & Pilot editor Jessica Ambats recently that two high school students just got their Sport Pilot tickets and a 70-year-old student will solo soon. *** "I have to say," said Tom, "that we didn't know what to expect when we first opened our doors, but it has been a great experience. We are working on putting a Remos plane in our local mall for Christmas." *** The school operates out of Gillespie Field (KSEE) in El Cajon, CA. *** Got a thriving LSA operation in your local area that you'd like to tell readers about?  Help me get the word out; send me an email. And if your favorite flight school is not already on the ByDanJohnson.com FIRM List, please advise us!

On ultralight aircraft, the installation of an airframe parachute was estimated at a third to half of all aircraft. In general aviation, the use of such a system on the Cirrus Design line of aircraft created thousands of airframe parachute owners. In Light-Sport, three producers -- BRS, Magnum (Stratos 07), and Galaxy -- have installed airframe parachutes on a solid percentage of SLSA. Sounds like it's all taken care of, right? Wrong! *** The trouble with existing producers is that little or no new development work is being done for Part 103 ultralights, powered parachutes, or trikes. Likewise many kit-built aircraft have no supplier willing to customize an airframe parachute for their (possibly one-off) airplane. Now, that's changing. *** An old friend, John Dunham, once ran Second Chantz, the other airframe parachute company in the USA (besides BRS). In the mid-'90s, he made a deal with BRS and left the business. Now, 15 years later... he's back! I announced this in an earlier post, and in the meantime, John has worked on reviving his former business. While BRS does fine at supplying larger producers, that company's diversification into other product lines has left small producers or kit builders with no where to turn if they wanted an airframe parachute. *** Second Chantz has their website up and running now and a quick visit shows they have products for lighter aircraft now and for somewhat larger aircraft in planning. Plus the prices are great, much lower than what producers pay for systems installed on Light-Sport models (though admittedly, those systems are larger and ASTM certified, and therefore costlier). *** Second Chantz is also reviving their work on a non-pyrotechnic rocket. Their compressed nitrogen system has more potential than ever, said John, because technology has improved since he left the business 15 years ago. *** But some of the best news is that Dunham is willing to service units left abandoned by the bigger producers. So, if you have a Second Chantz system, or certain older BRS systems, or if you just want a parachute for your light aircraft, contact John and see what he can do for you. Doing so could save your life one day!

All-electric airplane fans, this'll stand your hair on end!  Next month's 2010 EAA Airventure at Oshkosh, WI - easily the biggest air show in America every year - will feature activities focusing on the most exciting developments in electric flight all week long. *** Visitors to the show will find display booths, daily forums and demonstration flights out on the flight line.  Can you say...Zap!? *** And on July 30 there's a major event: Airventure's World Symposium on electric-powered flight.  The day-long discussion will cover all aspects on the future of electric aviation. *** Check out who's on the panel of moderators of aviation industry leaders: * legendary Scaled Composites founder Burt Rutan * Electric Aircraft Corporation founder and electric flight pioneer Randall Fishman (currently working on ElectraFlyer-X two-seat S-LSA * Yuneec International founder Tian Yu (Yuneec made a sensation at Oshkosh '09 with its two-place E430 electric LSA), * FAA Administrator Randy Babbitt * Sonex Aircraft founder John Monnett * Earthstar Aircraft founder Mark Beierle, whose eGull ultralight displayed at AirVenture '09 * Erik Lindbergh, who launched an Electric Aircraft Prize through his Lindbergh Foundation at Sun 'n Fun this year. *** There will also be forums every day at the Aviation Learning Center (like the Symposium, presented by GE Aviation Systems) on safety and airframes, motors, fuel cells, propulsion, advanced batteries and controls and regulations.  *** Expect to see all-electric concept mockups, displays and flying prototypes.  Yippee! *** To register for the free symposium or participate yourself in the forums or presentations, contact Kelly Meyer at EAA headquarters at kmeyer@eaa.org or 920-426-4800. *** AirVenture runs from July 26 to Aug. 1 this year at Wittman field. *** Be there or be reciprocating-spontaneous-combustion-powered square! ***     --- photos courtesy ElectraFlyer and Sonex

I am not aware of any other airplane company on Earth that builds both airframes and powerplants. Jabiru does. The Australian company has been doing this for years and has supplied approximately 2,000 airframes and more than 6,000 engines to the light aircraft market, according to Jabiru USA boss, Pete Krotje. That's cool, but if you want to learn more about each, where do you go? One place -- this coming weekend -- is the Jabiru Jamboree. *** On Friday June 11, 2010, open house and factory tours start at 1 PM with an engine maintenance session at 3 PM followed by a cook-out at 5 PM. On Saturday, the day is full of seminars on Jabiru engines and airframes in the morning with avionics, firewall-forward issues (wiring, cooling), and engine tuning in the afternoon. On Sunday, Jabiru plans, "Wheels up for a Jabiru Adventure to Patti's 1880's Settlement at Grand Rivers, Kentucky." Sound like fun? You can join them! Call 800-Jabiru1 for info. *** Some folks have seen that plenty of Rotax seminars are offered in addition to video lectures but they've seen less of such offerings for Jabiru... the second most common brand on Light-Sport Aircraft. The truth is, the easygoing folks at Jabiru USA regularly hold full engine seminars. The upcoming editions of these training sessions occurs over September 10-12 and again over November 19-21, 2010. If you are an aviation mechanic, you can increase your business by getting trained on these powerplants. A pilot who wishes to do his or her own maintenance (when permitted by FAA regs) or any pilot who simply want to better understand these popular engines from Australia is encouraged take the course. Info is available from the number above or by emailing Jabiru or at this website.

Here’s a spot of welcome news for all those who've been waiting to get their hands on a Cessna 162 Skycatcher: Kansas Aviation, Inc. gets first honors for putting the long-delayed S-LSA into service for flight training and rentals. *** An interesting note: the school is a wholly-owned subsidiary of Yingling Aircraft, Inc., one of three domestic sites Cessna picked to assemble and test fly the Skycatcher once it arrives from the Chinese factory where it’s fabricated. *** The airplane was first delivered to a retail customer, Bravo Sierra Group, which leases the aircraft to Kansas Aviation for use in its Cessna Pilot Center (CPC). *** Rental rate harkens back to the day when sub-$100/hr rental rates were common: the Skycatcher is available at $98 per hour wet. *** Dave Tiday, the school's manager and Chief Flight Instructor, believes the Skycatcher “will be key to developing the next generation of pilots.” *** Powered by a Continental O-200D, 100-hp air-cooled engine with a fixed-pitch propeller, the Kansas Aviation C-162 has a Garmin G300 avionics system with a single, split-screen PFD (primary flight display) and an MFD (multi-function display). *** The school will also offer a Light Sport Aircraft Transition Course to train certificated pilots in the differences between conventional GA single engine planes and the Skycatcher.  *** Congratulations to Kansas Aviation!

For just over $60,000 at the current Dollar/Euro exchange rate of 1.22:1, (around $63K and change) you may see an LSA version of this airplane in the U.S. market soon. *** The company Skyleader has been on the European aviation scene since 1996, and produces various aircraft for the overseas market, including the Skyleader 600 (formerly the Kappa KP-5) which is already an ASTM-certified LSA (the 9th one to earn the sticker).  *** We got a sneak peak at the GP ONE, which is in development for the Euro market...with a possible LSA version in the future. *** Scant details yet, but you can glean a sense of the airplane from the pdf here.  And look at those sculpted composite lines...impressive. *** The GP ONE just had it's maiden flight on May 26 - congratulations to the company and its Sales Manager Miroslav Boubela, who affirms the carbon-fiber composite construction airplane will be offered in Europe in Sept. of this year for 52,000 Euro or $63,500. *** That's an attractive number if they can pull it off: similarly-priced U.S. LSA like the Rans S-6ELS and X-Air are ultralight-style construction, whereas the GP ONE is all composite. *** Skyleader also intends to market the airplane with a Rotax 912 UL 80 hp engine, Galaxy ballistic parachute, 3-blade ground adjustable prop, and other features as standard equipment. *** Not sure how the company will meet such ambitious goals given production cost realities, but come September we'll be looking for more news of this beautiful new LSA. ***    ---photos courtesy Skyleader

Paradise Aircraft, based in Florida, joins the Facebook crowd with its own fan page here.  Chris Regis, U.S. rep for the Brazilian-based company which has certified the airplane in the United States, Brazil, Australia and South Africa, tells me the company is moving ahead after a good spring sales performance with some company and product updates. *** On the Facebook page you'll find an a aerial view of the new 75,000 sq. ft. factory for producing the Paradise P1.  The design just celebrated its 10th anniversary at the end of 2009. *** Carbon-fiber float maker Mead and Paradise have teamed up to offer amphibious floats for the P1. *** The camping picture from owners Neil and Karen Salmi shows the "stuff" carrying ability of the P1.  Not a lot of LSA could carry that volume of gear.  Of course the total 1,320 lb. LSA weight limit still prevails, but that large "backseat" area is attracting buyers, as cargo is one of the consistent limitations among many models. *** And check out the interior of the P1. *** The U.S. model is essentially an LSA-legal version of a general aviation-certified aircraft, with the two rear seats removed as LSA can only carry two people total - but all that space remains! ***    ---photos courtesy Paradise Aircraft and Neil and Karen Salmi

Another one managed to slip by my radar. I follow LSA closer than most yet I can barely keep track of all the approvals. No wonder I frequently get calls asking me to unravel the puzzle of LSA makes and models. *** Better late than never, welcome the Predator powered parachute to our SLSA List of 108 models from 72 still-active companies (at least five have left the business). Scott Hughes is the original designer & creator of the Predator. *** New CEO Fredrick Scheffel wrote, "On April 22, 2009, SkyTrails LSA (Predator Powered Parachute LLC) purchased the rights to manufacture the Predator along with the tooling & inventory from Hughes Aero." SkyTrails LSA moved into the hangar facilities where Hughes Aero had been building the Predator for the past four years. Scheffel further noted, "SkyTrails Ranch, Inc., is a long standing name in powered parachute training, sales, and service that [has now] expanded into powered parachute manufacturing." *** National powered parachute expert, Roy Beisswenger confirmed the Predator as a Special LSA, "SkyTrails LSA is manufacturing ELSA & SLSA aircraft at the airport in Wharton, Texas." *** Learning to fly a powered parachute can be challenging. Weather needs to be nearly perfect. Some folks have been discouraged, especially if they travel a long ways only to be frustrated by Mother Nature. Easy Flight has the answer: Immersion Training. The Greenville, Illinois company announced June, August, and October sessions of its concentrated 12-Day Sport Pilot training camp. Beisswenger created the multi-day sport pilot training course in 2007. The key has been bringing in certificated flight instructors to provide a one-to-one student-to-flight instructor ratio. And a modular lesson plan allows flexibility in the daily schedule. "That means when it's time to fly, everybody flies," explained Roy! Everything needed to become a sport pilot in 12 days is provided including accommodations at a local motel, all part of a package deal. To learn more, call 618-664-9706, or email Roy.

Many said it would never happen. And certainly, it took time. But Terrafugia's team of engineers and visionaries succeeded in getting a weight increase exemption for their Transition roadable aircraft. LSA land planes are limited to 1,320 pounds (600 kg) by FAA regulations. Seaplanes are allowed another 110 pounds (50 kg) for the float gear or amphibious hull. *** On May 27, 2010, FAA granted Terrafugia the same parameters as seaplanes primarily as the Transition must also meet federal highway standards (wipers, rear-view mirrors, impact capability, and much more). The Terrafugia team was ecstatic. "We were extremely pleased that FAA recognized the potential safety benefits of bringing a product like Transition to the market and incorporating the features needed to operate on the road with the Federal Motor Vehicle Safety Standards," said CEO Carl Dietrich. *** In the official exemption document, FAA Small Aircraft Directorate Manager Kim Smith wrote, "The Transition roadable aircraft is unique and must simultaneously meet both sets of standards for ASTM and FMVSS." The agency specified this exemption is only available for the Terrafugia Transition. *** "We had been targeting a useful of 430 pounds for a 100-hp engine (the minimum under ASTM standards)," explained Dietrich. "Now, we can increase that. We are reviewing right how to produce appropriate expectations. We need some of the extra weight for required features to operate on the road but some of the exemption weight increase will allow us to offer more payload to customers." *** It can be challenging to stay within LSA weight limits. Several leading Light-Sport producers have shaved ounces wherever they could and still only offer modest useful loads. "Without the exemption, we would have been forced to use very expensive components to keep within LSA weight parameters," Dietrich clarified. "Now we can use more reasonably-priced components. That's important as we know the market demands an affordable price for any product." The CEO spoke for his whole Terrafugia team and added, "We were really encouraged to see the support we got from AOPA, EAA, LAMA, Women in Aviation and others." All photos courtesy Terrafugia

Two Swiss pilots embarked on a round-the-world flight on April 30 and 51 days later they are back home in Switzerland. Yannick Bovier, 37, and Francisco Agullo, 41, created an expedition they call "Azimut 270" to celebrate 100 years of aviation in Switzerland, a country known for its natural beauty and for being bankers to the world. *** The dynamic duo returned safely on Saturday, June 19 after crossing two oceans, confronting suspicious government officials for country overflight permission, paying high landing and permit fees, battling fatigue and loneliness, performing routine maintenance that comes with so many hours logged, plus having to watch what foods they consumed during flight legs that several times started before dawn and ended after dark. (On-board bathrooms have yet to be installed in the first Light-Sport Aircraft making such biological necessities a real challenge). *** Starting on the last day of April, the duo leaped the Atlantic to Brazil by May 8 and then crossed the Caribbean to Miami, Florida, USA by May 13. After crossing the States, Bovier and Agullo made a series of very long flights to cross the Pacific on June 3. The pair wrote, "[We flew over] 15,877 kilometers (about 10,000 miles) of water... in 76 hours." The arduous passage across the planet's largest ocean brought several interesting experiences, including landing on an atoll on the Pacific Marshall Island of Majuro. *** The ocean crossings were noteworthy but obtaining permission to overfly some middle eastern countries brought difficulties of another sort. Fortunately Bovier and Agullo are airline pilots and had familiarity in dealing with aviation authorities in many countries. They also were supported by teams at home that helped with permits and logistical efforts, as well as weather reports. *** "The story of these two pilots as reported in their log is a fascinating read," reported Flight Design USA president Tom Peghiny. The Swiss pilots kept their many followers regularly updated with an online "logbook" that most pilots will enjoy reading. All photos courtesy Azimut 270

After taking a few days off to boat around Lake George, NY and shoot the Red Bull Air Race in New York City, it's time to catch up on what's been happening. *** The Transition "Roadable Aircraft" (I can't help but prefer the chummier "flying car") just got a weight exemption nod from FAA for an additional 110 pounds of MTOW (max takeoff weight). That nudges the vehicle up to 1,430 pounds. *** Terrafugia's request for the bump is meant to provide "...the structure and equipment necessary for compliance with the Federal Motor Vehicle Safety Standards (FMVSS) which are not found in other Light Sport Aircraft." *** They're talking about things such as airbags, energy absorbing crumple zone and protective safety cage. *** Interestingly, Transition's maker Terrafugia initially asked for an MTOW of 1,474 pounds.  FAA in effect said "You can have what we gave the amphib makers, but no more." *** This evokes the ultralight days, when the original 150 lb. ultralight spec kept growing ...and growing. Looks like that accretion process is less likely this time around. *** LSA motorgliders seem to be coming out of the woodwork these days as I've been noting here with prior posts about the Lambada, Phoenix and Taurus Electro. Now comes news from Pipistrel, the Slovenia-based maker of elegant composite aircraft including the Sinus and Virus (guess they forgot to translate those words into English.) *** The new composite (Kevlar-reinforced cabin) Taurus LSA, based on the European UL-standard motorized glider, is in production and presumably headed for ASTM certification. *** The double-dose of good vibes here is the side-by-side two-seater self-launching glider has also had its first flight as an electric-powered aircraft and will also be available as an LSA motorglider!  *** The Taurus has all the chops to attract soaring enthusiasts: 1,210-pound MTOW, 550 pound payload, a whopping 41:1 glide ratio, retractable propeller pylon and a roomy cockpit. *** And the Electro ought to catch the interest of electric-powered fans, including pilots attracted to Yuneec's two-seat, 45-foot span electric cruiser e430. *** The Taurus Electro design team was tasked with designing a system that: * enables climb to 6,000 feet or more on a single battery charge; * costs about the same as the internal combustion-powered Taurus (roughly $110,000); * maintains the current take-off distance of 560 feet; * keeps the empty weight comparable to the internal combustion powered Taurus with fuel at 704 pounds; and * keeps the current climb profile of the aircraft (560 fpm under power). *** These parameters pose an impressive and challenging manifesto. We'll hope to catch up with the company and both versions of Taurus at Oshkosh. Pipistrel will have an aircraft in the LSA Mall plus their own company display. --DJ

SportairUSA, run by proprietor Bill Canino, has long been an innovator in the LSA business. His company doesn't build Light-Sport airplanes but Bill has triggered several interesting add-ons: he was one of the first (along with Flight Design USA) to install parachutes on all StingSports; he developed the GreenLine engine monitor system, he offered the Straight & Level button to help those caught unexpectedly in no-visibility conditions; and last year at AirVenture he rolled out the ForeSight enhanced visibility system... and this list is not exhaustive. *** For AirVenture 2010 just six weeks away, he's got a whole new concept. First is iCub. Previously distributed under the model name Savage (still retained for some models), the sorta-Cub-like taildragger manufactured by the Zlin company of Czech Republic will now be distributed by SportairUSA, adding to their low-wing Sting series and their high-wing Sirius , both built by TL Ultralight in Czech. But iCub is more than yet another Cub replica adding to offerings from American Legend and CubCrafters. For one it's powered by Rotax -- the other two prefer the Continental -- and it's shorter coupled. Both differences provide stronger performance. But it's better, much better (well, at least if you're an Apple fan like 100 million other owners of their iPod/iPhone/iPad line). *** The primary instrument in iCub is... an iPad. Yup mounted right in the panel and given an enormous ecosystem of apps -- some of which are for aviators -- iPad can offer tremendous versatility at lower cost than present avionic offerings. A tandem seater like the other two Cub replicas, iCub instrumentation for the rear seat occupant is... an iPhone 4. Both can run the same software and both are devices a huge number of people already know how to use. How cool is that!? Plus, it has on-board wireless for the devices to talk to one another and to another iCub within reception range. *** Price of the iCub is projected to be below $100,000 even with extended gear and 26-inch tundra tires; thousands less than Legend or CubCrafter models. The iCub website just went live and in-person demos are planned for the big summer airshow. Better come check it out.

If you want to have a rocking good time without ever leaving your seat, check out this video clip of an upcoming film titled, "No Second Chances." Billed as "an Alaskan bush adventure on steroids" if this teaser is any indication, ho shee mama, this ought to be some flick!    *** The bigger news, as Dan Johnson covered earlier with some interesting historical perspective, is the announcement by SportairUSA of the Bush iCub. *** Dan points out that the new LSA isn't another Cub Clone a la the Legend or CubCrafters versions, but an evolution of the Savage Cub, Cruiser and Classic line of light sport airplanes put out by the Czech Republic's Zlin Aviation since 1999. *** I'd like to get my hands on the Bush version and go do some dirt-whompin'. It's got a 7-inch extended landing gear, 1.25-inch axles, big fat bush wheels and other mission-specific enhancements. *** Some of the interesting specs (you'll find the full Monty on the website) include: * Short field performance: take off run as little as 147 feet, landing run 249 feet, depending on configuration; * 36 mph stall speed * 565-pound useful load (515 pounds if equipped with the extended gear and 26-inch balloon tires); and, * a price under $100,000. (Other versions are priced as low as $77,900 complete.) *** And of special interest is the panel-mounted addition of an Apple iPad "Information Center" (the iPad has already sold 3 million copies in its first 80 days!)  The display comes pre-loaded with several aviation and navigation apps.  Very curious to see just how useful this aviation application of the iPad turns out to be. *** The software that comes with the electronic tablet includes: * WingXPro7, a GPS-Enabled Terrain-Aware moving map with touch screen interface * ForeFlight Mobile HD, which displays VFR/IFR charts, radar, flight rules, approach plates * Topo Maps * digital version of the Ultimate SAS Survival Guide and lots more. *** And yes, it docks in the panel so you can take it with you after flying.

*** SportairUSA, run by Bill Canino, will distribute the bird, which is powered by a 100-hp Rotax engine.  The outfit already markets the lively composite Sting low wing cruiser and the new Sirius high wing beauty which I flew at Sun 'n Fun and will be writing up in the next few days for magazine. ***

Meanwhile, check out the iCub, from a company that's been around more than a decade and has managed to sell enough airplanes to keep it in the U.S. top 20 since LSA began, even though it's not one of the better-known manufacturers this side of the pond. *** But since 20% of all U.S. LSA registrations are Cub-a-like aircraft, perhaps the iCub will help change all that.

Let's have a little quiz. Ready? Four powerplant brands serve the Light-Sport Aircraft industry (well, not including the engine developed by CubCrafters... that's another story). Click to see them all. Most LSA use either Rotax Aircraft Engines, Continental, Jabiru, or Lycoming, with the popularity of these engines in roughly that order. *** So, here's the quiz: Which one of these engine brands is not majority American owned? Stumped? Most of you probably guessed, "Well, only Continental and Lycoming are U.S.-owed engine companies. Buzz! Wrong. The answer: Only Jabiru remains majority owned by a non-American company. Sold successfully around the world and in the USA through Jabiru USA, this engine manufacturer is owned by Australians. All the others are majority U.S. owned. Yep, even Rotax. (For ease of communication, most people just say "Rotax," but this major company stresses the full name is Bombardier Recreational Products Inc., (BRP) and its affiliated division, BRP-Powertrain manufacturing Rotax Aircraft Engines.) *** At a Sebring meeting of the SLSA Council -- an EAA-assembled group composed of the largest five Light-Sport producers -- Christian Mundigler, Sales Manager Powertrain Division, made a presentation that opened my eyes. Following a Sun 'n Fun 2010 discussion with BRP Director of Communications Roland Larochelle to be sure I had my facts correct, I can confirm BRP is 50% owned by Bain Capital, headquartered in Boston, Massachusetts. Another 35% remains owned by the Canadian Bombardier family, and the last 15% is held by Caisse de depot et placement du Quebec, the largest pension fund in Canada. So, the largest share and the majority is American but Rotax Aircraft Engines are still manufactured in a sprawling plant in Austria (photo). *** Some folks still call Bombardier Inc., the owner/manufacturer of Rotax Aircraft Engines but that's also wrong. In December 2003, the company was reorganized and today Rotax Aircraft Engines is part of BRP-Powertrain. Besides the much beloved LSA powerplants (which hold an estimated 72% U.S. market share) BRP also owns such celebrated brands as Sea-Doo, Ski-Doo/Lynx, Can-Am, and Evinrude/Johnson.

Some odds and ends to share with you: *** If you love airplanes, you've got to go to Oshkosh at least once in your life. And if you're going to Oshkosh AirVenture 2010, you'll find a lot to enjoy. *** Most anything and everything that flies is represented in some way. Here's some highlights of this year's events: * Week-long Salute to Veterans -- WWI, WWII, Korean-era, Vietnam-era, and modern-day military aircraft, forums, presentations, and daily air shows. * the 75th anniversary celebration of the DC-3/C-47 and the B-17. * Musical concerts and spectacular shows: Opening day features Chicago (Monday, July 26th) * Gary Sinise and the Lt. Dan Band (Friday, July 30th) * A night air show featuring the "Wall of Fire," (don't miss this!) with a concert by Asleep at the Wheel and fireworks to follow (Saturday, July 31st) * Mass balloon launch (Saturday and Sunday, July 31st and August 1st) * Electric aircraft displays, forums, and demo flights (with an all-day World Electric Symposium on Friday, July 30th) * 500-plus forums and workshops, and nightly movies at the outdoor Fly-In Theater * Daily afternoon air show with top aerobatic performers and Spirit of Aviation aircraft auction. *** This year is my 30th visit, but Oshkosh never fails to excite. *** Also up: Michael Combs has now flown more than 13,442 miles on his Flight for the Human Spirit odyssey that will eventually carry him and his Remos GX more than 19,400 miles. He's currently in Denton, TX (40th state so far) after a maintenance stop. Michael experienced delays Saturday and Sunday from high winds aloft and a touch of illness. *** In the photo, Michael's Remos GX, dubbed Hope One, is tucked under the wing of Flagship Detroit -- the oldest flying DC-3 in the world. *** And finally for us wattheads, the Paris Green Air Show just wrapped up and tech webzine Gizmag was there with some tasty coverage of electric powered aircraft; I'll cherry pick the LSA-centric items in a future post, but here's a couple teaser photos: the flight of an electric paraglider trike called the e-FunFlyer and the Green Cri-Cri mini-electric airplane with four electric motors, a joint project of EADS Innovation Works and Aero Composites.