Welcome!
Next Week — November 14-15-16, 2019, the DeLand Showcase 2019 begins as the season finale for airshows. Join us as we search for the very latest news to present here and in short videos on the ByDanJohnson YouTube channel.
You can find a huge, ever-growing library of LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s popular YouTube channel + view hundreds of our best videos archived here in a searchable format.
Thanks for your visit. We genuinely appreciate those of you who have become members!
Next Week — November 14-15-16, 2019, the DeLand Showcase 2019 begins as the season finale for airshows. Join us as we search for the very latest news to present here and in short videos on the ByDanJohnson YouTube channel.
You can find a huge, ever-growing library of LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s popular YouTube channel + view hundreds of our best videos archived here in a searchable format.
Thanks for your visit. We genuinely appreciate those of you who have become members!
In the previous runnings of the DeLand Showcase, weather has been not just good but spectacularly good. One late afternoon last year experienced rain and some wind — after a full day of decent weather. However, every other day of DeLand has enjoyed temperatures in the low 80s (close to 30° for you Centigrade users) under sunny skies and with plenty of vendors to keep you looking (list below).
In addition to the Showcase event, DeLand is creating a 
Follow this link to see all exhibitors
“No dice,” said FAA! With perspective, it turned out only a small group was opposed but so strong was their hand at the time that FAA leadership could not break the logjam. Now, that appears to be solved. I write “appears” as we won’t know for certain until FAA releases their NPRM on the program widely known as MOSAIC. Best guess, this won’t come for at least a couple more years but the plans inside FAA are maintaining support at the highest levels of the agency and that gyroplane logjam definitely appears to be loosening. Amen! That was a long time coming.
Abid Farooqui‘s 
Along came European developers like Italy’s Magni Gyro and Germany’s AutoGyro, followed by several others. They made numerous improvements but among them was the now-standard tailplane located further aft and with more vertical area. That and better pilot preparation resulted in a much better safety record and European pilots began to embrace these aircraft.
The video below conveys more information I learned in a training session with Greg in the fully enclosed 
That said, FAA is to be commended for finally including fully built Special LSA gyroplanes in their proposed new regulation.
First, a caveat: While FAA is communicating some of the 
Michael Stock said, “In general, all propellers which are not in-flight adjustable are a compromise between take-off and climb performance (power) and cruise flight (speed, endurance). They cannot work at maximum efficiency in both flight regimes.”
If you follow light aviation intently as many readers do, knowing what aircraft and subgroups (within LSA and SP kits
Why? We don’t claim to have all the answers but regular surveying of exhibitors at airshows revealed that many sellers say, “The market is good. People are buying.” Of course, this is anecdotal not scientific but we heard it from enough vendors to believe they’re feeling good about their enterprises. Many pilots backed up this finding with their own, personal assessment.
This is the first time you’ve seen this because earlier, we segmented SLSA from ELSA from SP kits. This made it appear kits were growing faster than the LSA groups. In fact, they are nearly matched with kit-built aircraft.
Using 
However, fixed wing continue to be, by far, the biggest group of LSA (partly as very few kit-built aircraft are “alternative” types).
As we head into the final quarter of 2019 — and the final LSA show of the year, the 
Referring to these flying machines is a way of showing the keen interest many pilots have in airplanes that somewhat resemble Piper’s 1940s-era Cub series. Into this enthusiasts’ heaven comes Shock Ultra, with its 
Shock Ultra has some features not found on all Zlin’s other models, including double slotted Fowler flaps that help lower stall speed to almost absurdly-slow levels (for proof with your own eyes, see our video below). In addition, Shock Ultra has leading edge wing slats though these, like the “Shock options” for the Titan-powered Shock Outback, are optional. The newest variation of this design uses the oversized outboard shock absorbers similar to those first seen on SuperSTOL and then Shock Outback. They are “to tame the landings,” said SportairUSA. All these design qualities combine to provide good visibility on approach thanks to a “flattened landing flare.”
Those low speeds are aided by a basic empty weight of 725 pounds. This is more than 100 pounds lighter than some Cub clones from CubCrafters and American Legend. As many experienced light aircraft pilots believe, the lighter the airframe the better it performs and handles and the more payload you can carry onboard.
Cub-like models from Zlin include the very affordable 
I toured the company’s aircraft production facilities in Hondo and found them able to match other strong operations I have visited. The company has wisely hired outside talent as needed, for example, to gain their Special airworthiness certificate. It was clear to me that, although a lot of paper documentation had to be correct, this Brazilian-founded but Texas-operated company would have no trouble proving their compliance to all applicable standards.
You might think those words don’t apply to many Light-Sport Aircraft. Certainly, “big” is not a word most pilots associate with LSA. A number are actually rather compact, though with standardized rules, aircraft parameters don’t differ as much as some might think.
“The aviation industry is known for its high barriers to entry,” said Paul. “While everyone sees the final product (the aircraft) flying, what they don’t see are the years of work that go into the company structure behind it.” Vickers related tasks to meet business regulations plus health and safety requirements, environmental considerations, design, flight and manufacturing criteria as well as aviation authority regulations prior to the first aircraft even operating.
During this time, finishing touches put into the manuals and processes ensure that Vickers meets all of its regulatory requirements. “We are using technology to do it smarter and quicker,” said Paul. “Vickers is creating a paperless work environment from engineering to the manufacturing facility to customer support. Ensuring that all data is generated and stored electronically cuts down on development time and physical storage space while providing improved levels of control of the build of individual parts and aircraft.” Vickers notes use of portable electronic devices such as phones and tablets to allow staff to directly monitor the manufacturing equipment such as ovens and freezers. This technology also enables the approval of work and the ordering of parts and materials electronically.
The idea is that since you could not go aloft in Colt I wanted to do what you’d have done had you been at Midwest LSA Expo (which I hope you will be next year; it is simply perfect for demonstration flights… the best of any airshow we attend). Through many years of experience, I have learned to start these Video Pilot Reports by asking the factory pilot to show me exactly what they’d show you if you were the one sitting in my seat.
Unlike most LSA, Colt uses a yoke rather than conventional or side stick. I’m a joystick lover but I acknowledge most pilots trained in the last few decades may be more comfortable with a yoke. Some prefer it so much they will tell you an airplane is easer to handle with a yoke. I think it’s a personal preference but if you prefer a yoke, Texas Aircraft’s Colt is one that may please you.
Colt’s aluminum skin — fuselage, wings, tail, and control surfaces — is supported by a welded chromoly steel safety cell. The construction techniques have been proven by designer Caio Jordão‘s model from a different company called Conquest 180. Jordão’s work has resulted in more than 300 planes that have amassed 150,000 flight hours. His son Diego assists him.
If SuperSport looks familiar to you, it should. It’s based on the CTSW but joins several elements of the newer CTLS. In Europe, Flight Design has continued to deliver a lighter model from the CT series to conform to the microlight or European ultralight parameters.
CT SuperSport can be delivered with a 710 pound empty weight that puts it well below many Light-Sport Aircraft and more than 100 pounds lighter than the longer CTLS. “This weight reduction was accomplished by using simplified avionics and equipment plus some lighter parts from the European version of the CT,” said Flight Design.
CT SuperSport is some 13 inches shorter than CTLS, Tom Jr. noted and it does not have the hat rack or aft cabin windows of CTLS. CT SuperSport also uses an electric trim for pitch only while CTLS has pitch, aileron, and rudder trim by wheels.
Father and son Gutmanns run 
You have two more days of 
Larry Mednick is a happily married man now but he remains a restless designer, always striving for a new variation on the exquisite theme he started with Revo ten years ago.
Finally comes RevX. Larry said about Rev that it is a delightful trike that he has thoroughly enjoyed since it was released four years ago. However, it is a calm weather flyer. I see nothing wrong with that but the lightweight airframe of Rev means it is somewhat more vulnerable should conditions pick up strength.
However, in exchange for some building effort RevX buyers will get a quite capable trike with impressive performance.
“The single surface RevX wing has a limited speed range,” Larry explained. “Pilots will see stall at 28 mph, normal cruise at 45 mph and the wing maxes out at 58 mph,” he noted but the handling of a single surface wing is superior.
As I turn onto final James Milnes’ voice suddenly crackles in my headset, “Golf Oscar Kilo Uniform Bravo, don’t forget it’s a tailwheel today!” The reason for James’ timely reminder was that when I’d flown the same aircraft a few weeks previously it had been configured as a trike, but today it’s a taildragger! Like most things in life, sport flying isn’t getting any cheaper. Hangarage, insurance, maintenance and fuel are all getting more expensive. But what if you had an aeroplane that lived on a road-legal trailer and fitted in your garage? One you could fly from practically any friendly farmer’s field while burning only eight liters (about 2 gallons) of mogas an hour and that you could do all the maintenance on?
Before going flying, a look around the TLAC facility reveals quite a few Kubs in various stages of construction, and the large lift (which wouldn’t look entirely out of place on an aircraft carrier) that conveys completed aircraft from the production line on the first floor down to the ground. Unlike some of the SSDRs that I’ve tested over the years, the Kub looks very well made, and also quite robust. TLAC boss Paul Hendry-Smith explained that although SSDR aircraft don’t need specific approvals from a national aviation authority or administration, as the Kub is descended from the Reality Aircraft Kid, it is built to British Civil Airworthiness Requirements, uses aircraft-quality materials and is “a proper aeroplane.”
Currently offered by TLAC as either a basic kit, “Fast-Build” kit or as a RTF factory-built SSDR microlight, the Kub is of classic rag ‘n’ tube design. Construction is primarily of TIG-welded 4130-gauge aircraft grade steel tube that is then powder-coated. The fuselage has a triangular cross-section aft of the cockpit, while the wings use Avid Flyer/Kitfox-style tubular aluminium spars and plywood ribs. Oratex UL600 covers the fuselage, wings and tail, with composites used for the cowling, which half-covers the Hirth F23 engine.
Now, I’m not a huge fan of two-stroke aero-engines. In fact, even my lawnmower’s engine is a four-stroke, so I regard the F23 with a slightly jaundiced air. It’s quite an interesting, almost contradictory little engine, as despite Hirth having replaced the old-school magnetos with dual Capacitive Digital Ignition (CDI) units you still must mix the two-stroke oil into the petrol by hand. I believe automatic oil injection is an option, but even my Yamaha RD400 motorcycle had the oil automatically injected as standard in 1978. The Hirth does have an excellent power to weight ratio though – 50 horsepower from an aero-engine that only weighs 35 kilograms (77 pounds, including the electric starter and twin expansion-chamber exhaust) is not to be sniffed at. It’s fed from a pair of wing tanks with a combined capacity of 47 litres (12 gallons) via a fuselage-mounted four-litre (1 gallon) header tank.
The constant-chord wings are braced by vee-struts and fold aft using a similar system to the Scout’s, but what really catches my eye are the large, single-slotted mechanically-actuated flaps. These have four positions, 0°, 10°, 25°, and 40° but are they really necessary? This thing has a MAUW of only 300 kilograms (661 pounds) and with a wing area of 10.5 square meters (113 square feet) the wing loading is very low, so why would it need flaps? It’s obvious that without some sort of hinged trailing edge it wouldn’t be possible to fold the wings, as they’d foul the fuselage. But does it really need lift-and-drag producing aerodynamic flaps? Only one way to find out: fly it!
There are only four circuit breakers and four toggle switches (for the master, avionics master and CDI units), plus a large button for the starter — and that’s pretty well it for the electrical services, as the handheld-type Icom transceiver doesn’t count as installed equipment.
As you may readily appreciate, the pre-take checks continue the simple theme because the F23 is a two-stroke so it doesn’t need warming up and you can’t even check the oil temperature or pressure. Consequently, my generic SEP “flow check” is quickly completed but — as it always does when flying a two-stroke — the small “Master Caution” light in my brain flickers once or twice. “Have I missed something,” I wonder? To be certain, I waited until the CHTs rise slightly then run through the pre-takeoff checks again. Finally convinced I really haven’t forgotten anything, it’s time to fly.
Stalls — power on or off — are very benign. There is no artificial stall warner, but adequate natural pre-stall buffet. Furthermore, as you approach the stall a reasonable amount of backpressure on the stick is required. Recovery is quick and easy – just release the backpressure. Flaps up Kub stalls at around 28 knots, and although with full flap and some power you can get it down to around 22 knots it’s almost academic, as a sensible approach speed is well above stall. Trim is quite precise, although it did seem to run out of aft trim at my weight.
Cruise performance is also pretty well what you’d expect. A comfortable cruise speed is 50-55 knots, and although you can bump it up to 60 knots, the engine is buzzing quite frenetically and you’ll be burning (relatively) a lot more fuel. For example, at 50 knots you’re only burning around 10 liters an hour (2.6 gph), so the full 51 liters (13.5 gallons) provide a still-air range (including 30 minutes’ reserve fuel) of around 250 nautical miles. If you pull the power right back you can certainly improve the endurance; it’s just that if there’s any appreciable headwind at all then you won’t actually be going anywhere! However, when flying an aircraft like a Kub the journey is at least as important as the destination.
I typically use about 45 knots on final, and although if it’s flat calm you could probably safely shave off another five knots, I’d advise against it. A Kub has plenty of drag and not much inertia; the speed soon washes off. Plus, it sideslips superbly. Furthermore, when landing into just a stiff breeze the speed at touchdown is very slow, possibly less than 10 knots. Brakes are only for taxiing.
The air-to-airs with the C-152 carrying Keith and James were not easy as the Kub has practically no overtake, so I have to use a lot of geometric cut-off for the re-joins. With all the pictures recorded I briefly re-flew some of the items off the flight test card to see what — if any, changes in performance and handling had been produced by removing the nosewheel. Unsurprisingly, directional stability is stronger (less keel area in front of the center of pressure) but longitudinal stability weaker (more weight aft of the centre of gravity, exacerbating the limited aft trim). It also seems slightly faster (less drag). It’s also definitely better looking!
Sky Arrow producer 
Thanks to his work with more good folks at 
No wonder Sky Arrow was able to win Part 23 approval for Sky Arrow. This achievement is unusual because — at least until the rewritten Part 23 becomes law — the process that put tens of thousands of GA airplanes in the air has been breathtakingly expensive. Cirrus claimed the effort took tens of millions of dollars after the design work was completed. That’s too expensive for LSA builders. If you think some LSA are too costly now, let me try assure you that they would have far higher prices if they had to meet Part 23.
As most of the industry waits for FAA to complete their work, Sky Arrow USA has some luxury of time to plant their seeds.
The big difference here is that Sky Arrow may get in the business years ahead of other LSA players because Magnaghi already has Part 23 approval so they can perform commercial operations years before a manufacturer wanting to do so with a Light-Sport Aircraft model. “Also, because our airframe is tested to a 2x factor of safety, where most aircraft meet a 1.5x factor, we can carry the loads and do the work with greater assurance,” Marco explained.
If you are an ultralight enthusiast (as I certainly am!), then you are probably celebrating with me as FX1 joins the Special LSA fleet — which it does as Number 150 on our popular 
The older JetFox models were more clearly ultralights. These were European ultralights, which are somewhere between a Part 103 ultralight vehicle and LSA of today.
Chris created the 
“At the controls were southern California-based reps for the aircraft, Pete Schutte and Deon Lombard. In the post-flight photograph are (from left to right) Deon Lombard, 
I’ve already bought my ticket and will be on hand all three days of the Midwest LSA Expo. I hope you can make it, as well.
EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees
True to form as you might expect, 
What’s interesting here is that both companies have exclusively made low wing models in various configuration. Neither has made a high wing. One of these is also planning the new, powerful Rotax 915iS engine (though both producers are using that power plant in one of the low wing models.
I hope I didn’t drool on it as I looked it over.
How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed wing designs also use that engine brand, Rotax’s statement carries tremendous weight.
Orion’s instrument panel is equipped with rotor revolution counter, altimeter, air-speed indicator, vertical compass, a digital engine monitoring system, and fuel level gauge. Additional, optional instrumentation can be added as desired.
“An innovative and avant-garde choice,” Magni said, “[915iS] brings to the whole range a considerable increase in cruising and climbing performance, with fuel consumption comparable to the Rotax 914.”
The design appears connected to the Fly Synthesis Texan from Italy and the designer reportedly assisted Sunward as they worked on this project. Yet a glance at the Texan (at bottom) shows numerous differences
All these differences suggest that if Aurora is a Texan, it is an improvement on the original. The company said Aurora is the first Chinese brand Light-Sport Aircraft to receive Chinese (CAAC) airworthiness certification.
A good marketer Denney’s Kitfox once employed a whole staff of sales people following up on loads of leads that the then-new design was generating. Even now, decades later, Kitfox, doing business as 
“I’ve been involved with autos and motorcycles my whole life,” Chris detailed, “but I had a passion for aviation. When the chance came to acquire the Kitfox Lite, I jumped.” With other family members, Chris established his company and set to building Kitfox Lite as a series of differently configured models… F1 UL base kit, F2 Flyer, F3 Speed, F4 Monster, and F5 Fujita. Each model step comes with addition features or equipment.” Yet, as Badland advises, “Every model is 100% Part 103 capable.” In fact, the aircraft at Oshkosh 2019 (nearby photos) weighed a mere 235 pounds, generously under the Part 103 limits of 254 pounds empty.
“Expect to spend anywhere between $11,700-$28,500 for a brand spanking new Badland kit,” said Chris, the owner of Badland Aircraft. “You can expect to spend another $2,000-$4,500 for the firewall forward parts unless you have an engine laying around.”
“With the folding wings and the ability to park it in a 20 foot by 8.5 foot enclosed car trailer or a single car garage, you’ll appreciate the versatility.”
After impressing European pilots at the big German show called Aero Friedrichshafen, producer InnovAviation brought their sleek and sexy FX1 for Americans to see at Oshkosh 2019. For American representation, the Italian producer will be teaming up with Deon Lombard, who also represents the 
I can’t imagine how anyone can look at Alfredo Di Cesare‘s creation and not react with admiration. Italian companies are known for dashing and innovative lines (think: Ferrari or any number of auto companies or LSA giant, Tecnam). Design talent is definitely not lacking from Italian products; FX1 should be an object of national pride.
Sitting in FX1 at Oshkosh, it is immediately clear this is not the JetFox97. The older model was much more challenging to enter as you had to contort your body to wriggle around structure. Once in it was comfortable but the all-new FX1 is far easier partly thanks to those shapely curved doors.
A luggage compartment aft of the cockpit has access doors on each side and the space is open side to side giving ample area for items you wish to transport to your destination. For things you might want in flight, a space behind the occupant’s heads is available. Seats are comfortable and the cockpit measures a broad 49 inches wide (almost 10 inches more than a Cessna 172).
