ByDanJohnson.com

One year ago, I was touring around China thanks to my good friends at AeroJones, the China-based manufacturer of the popular CTLS for the Asia-Pacific region.

It was my second trip halfway around the world and I learned more about this country and its move to enter light aviation.

In this article, I want to spotlight the newest model of an all-electric aircraft called the RX1E, plus the very first kit-built aircraft in the country, and Continental Motors’ support of another kit project.

Electric Aircraft Upgraded

Xin Gou often reports via Twitter regarding Chinese light aircraft developments. Xin works with Willi Tacke, a well-known German publisher, electric flight enthusiast, and emerging China magazine entrepreneur. Xin and Willi work together on Flying China magazine. I actively follow Xin on social media where he is prolific posting items of interest to aviators.

Reporting from the recently-concluded Zhuhai air show, Xin tweeted, “Liaoning GA Institute, China has upgraded their electric LSA called RX1E-A” — the “-A” denotes this change. “The brochure claims a two-hour charging time and a maximum duration of two hours.” Both are worthy achievements.

“The electric motor comes from a European supplier,” reported Xin. “Liaoning engineers have also installed a whole airframe parachute. The organization received 10 orders from a Chinese operator.”

Read more about electric aircraft, Willi, and Aero in this article from 2015, which includes coverage of RX1E. Xin also works with Willi to publish the e-flight-journal, which extensively reports these developments. I believe it to be the leading publication in this space.

I reported earlier on the RX1E (without the “-A”). It was an impressive construction but in 2015 it was still a work in progress, according to representatives at Aero Friedrichshafen LINK in Germany. In the ensuing three years, Liaoning made several changes.

Xin added in a subsequent Tweet, “I forgot to mention… a four seater fully electric model is also in development! It will be quite different from this LSA model.”

This short video will give you a brief tour of the earlier version of RX1E:

For lots more videos about electric aircraft use this link to the Light Sport and Ultralight Flyer YouTube channel.

China Opens the Door to Kit Building

Besides the electric aircraft from Liaoning, Xin tweeted, “China is also opening the door for kit-built aircraft.” While these have not been officially recognized until very recently, that is changing as the populous country cautiously embraces the ideas of private aviation.

The nearby image shows the first experimental category aircraft in China. Approval was given to this aircraft from Europe. Note the “B-X001” tail number, Xin observes. “CAAC (the Chinese FAA) established the news experimental category in May 2018,” reported Xin. “More kit-built airplane models will be built in China,” he predicted.

If you’d like to follow Xin on Twitter, search for @chineseflyer. His command of English is superb and he is a true aviation enthusiast reporting professionally on the growth of general and sport aviation in China. As noted, his work with Willi keeps him very in-the-know about electric aircraft, not only in China but around the globe.

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CubCrafters may be the SLSA market leader but Van’s has delivered more RV-12s to customers. Image by Ed Hicks

Since shortly after ByDanJohnson.com went live (on April Fool’s Day 2004, just a few months before the LSA rule was released), one regular website feature has earned positive reviews. Our LSA market shares and ranking information was an instant hit with business people seeking data to use in running their LSA enterprises.

Before long, pilots and customers began to value the effort. Later, I discovered people in government agencies in the USA and other countries were following these reports. With that support and attention from other media outlets, our LSA Market Share reporting became a staple of this website. Oddly (it seemed to me), this was the only place you could find it.*

Pipistrel with their long gliding Sinus and Virus models have done well but were previously challenging to count accurately. See charts below.

More and more of you have been asking about this data …and I am pleased to say it’s coming back!

Our longtime data investigator, Jan Fridrich, got an offer he couldn’t refuse to help China grow their nascent general aviation market and his time is now too committed to perform the tedious and time consuming survey of FAA’s N-number database. The task is not just poring over records but interpreting results as you will see in the chart images.

With a huge, mighty thank you to Jan, we are now changing gears. I think you will genuinely like the new directions we can now take.

A while back with an article about the American gyroplane market, I introduced you to Steve Beste. A self-described “retired software engineer,” Steve is well qualified to sift through FAA computer records to distill the information.

FAA’s database shows numerous “manufacturers” (MFR) for Pipistrel’s Virus models. Steve labored to simplify this list.

However, this will not merely be a data recovery effort. Not only has Steve used a professional approach to capturing this information, he has applied his technical skills to make the task somewhat easier going forward so we can be more consistent with this valuable reporting.

Even better, his methods will allow us to display this information through a program called Tableau that makes the consumption of such data far more visually interesting.

We’ll still have our familiar chart but in trying to assemble that, it will go through some changes. I’ll try my best to bridge the old and new in ways that still make sense to you and bring some continuity. We hope you will continue to enjoy as you have for so long. My deep appreciation goes to both Jan Fridrich and Steve Beste for giving superb assistance to make this possible.

Using algorithms, a simplified Pipistrel list is more understandable. Thanks for Steve’s diligence.

* I don’t know if everyone’s email regularly offers worldwide LSA sales forecasts, but I see promotion for these reports frequently, two or three times every week. Because I publish such info, I wanted to see what they had. As it turned out they cost a lot (up to $3,000) so I declined. As more solicitations came in with hints of what was offered, I realized their forecasts were informed estimates and included companies that are inactive or only ever made a very small number of aircraft. I don’t know their sources but I became suspect this was a fancy compilation of unreliable information. If anyone bought these reports or has seen them, I’d be most curious to hear any opinions about them. Until then, I’m ignoring their high prices and sticking with our own data, the accuracy of which we believe is very high.

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The Airplane Factory‘s Sling LSA; represented by Aerosport

DeLand proclaimed another success for 2018. As one of the “troops in the trench,” I can attest to a satisfactory event, as I chronicled in Day 1, Day 2, and Day 3 articles.

Of particular note, DeLand can boast nine of nine days of wonderful weather. OK, fine, it rained one evening and winds blew somewhat furiously for a short while, but the precipitation came after show hours and no aircraft were damaged (although a couple tents took a nose dive).

I’ve opined how the thick crowds of the giant shows are not necessary and may not even be desirable. At smaller events, customers get more face time — and air time, through many demo flights launched. Exhibiting vendors got actual orders, made deliveries, and connected with pilots who may act later. When both customers and suppliers are happy, I’d call that a success. Neither had to spend big money to participate.

Evolution Trikes has grown to three models.

Again, Sport Aviation Administrator and longtime show director, Jana Filip and her team — backed by affable airport manager John Eiff — got rave reviews for highly professional orchestration. Her enterprise was comprised of a large number of volunteers, without whom these events — even the biggest shows — simply could not happen. DeLand was buttressed by 119 volunteers previously engaged plus another 11 walk-ons providing 130 volunteers to help support Showcase 2018.

DeLand 2018 By the Numbers

The key number that everyone seems to focus on is attendance. Jana Filip announced, “The total attendee count for Showcase 2018 was 5,500 over the course of the three day event.” Some organizations — including the biggest shows — count each person entering through a gate each day, even if the same person comes every day (meaning one individual could be seven “persons” if the show runs for a week. Many call that legitimate; they may buy something each day. Other observers think that is only one person attending seven times. In the end, what matters is consistency as you could argue either method is correct.

Magnus LSA • All images courtesy Roy Beisswenger of Powered Sport Flying

However DeLand’s 5,500 visitors are tallied, it’s a net positive. Most attendees likely did not come all three days but what really matters is that virtually every attendee is clearly interested in what is exhibited or presented as no airshow entertainment is offered (other than the nearly non-stop skydiving). While the quantity doesn’t compete with the giant shows, the quality of attendees is sky high; every one is motivated to be present.

Jana continued, “All revenues were up from the prior year, from the Souvenir Shop to the admission gates, equating to a steady growth three years in a row. The Saturday of Showcase 2018 was our break-thru day, with perfect weather and more attendees than ever before.” I can affirm (and wrote that) Saturday was strong. Reports were the front gate ran out of wrist bands on Saturday and had to request more.

Aero Adventure‘s well-priced S17 seaplane

Of course, shows like DeLand, Sebring, and Midwest also hope to promote their airport and its development. This has worked extremely well for Sebring, the grandaddy of these sector-specific shows. The Central Florida airport has new tenants and flight operators because of producing the show.

Likewise, DeLand is promoting its “DeLand Sport Aviation Village, a 40-acre commerce park” where businesses can get hangar space in an incubator-like concept. They also reported a brand-new airport administration building is almost complete. The Showcase will have offices in this new structure.

One More Thing… Because this post is about airshows and because 2018 events are now history, our left column has all the correct 2019 dates for your planning. If you can make it, please wave when Videoman Dave and I zoom by en route to more fresh video recordings. If you cannot attend… well, at least we will be at all these events capturing new interviews and Video Pilot Reports (VPRs).

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The end of the year is approaching. We just wrapped Halloween and now begin the headlong rush into the holiday season. However, before all that retail excitement starts, here comes the third running of the DeLand Showcase.

This is my new favorite airshow for one reason everyone seems to understand instantly. Why would I put one airshow above another given that I love them all? Easy …I get to sleep in my own bed every evening. Sweet! Yep, DeLand airport is a mere 25 minutes from my home, on another airport, the Spruce Creek Fly-In. How much better could it get?

Lots of shiny new airplanes and lots of very knowledgeable people to help answer all your questions. My personal comfort is good for me, but why should YOU be making your way to DeLand?

Here’s Our Top-5 Reasons

Reason #5 — It will be a few months before the next show, when the Sebring Sport Aviation Expo starts in late January. Here’s your last chance this calendar year to see a great collection of aircraft in one convenient, pilot-friendly location. Showcase is held at the DeLand Municipal Airport (KDED).

Reason #4 — DeLand has enjoyed sparkling, warm weather with clear skies every day it has run so far. While the northern states start to hunker down for winter, a slower time for recreational flying, Florida is just revving up. Weather is never a guarantee, of course, but DeLand can boast a perfect record so far.

Reason #3 — Lots to do from airplanes to engines to flying gear to forums to special presentations by notable speakers to food and to pilots talking excitedly with one another about flying. In the evenings, DeLand has some of the most interesting restaurants in the area and Daytona Beach is a short drive away.

Reason #2 — A great collection of affordable aircraft will be available from one end of the light aviation spectrum to the other. The group changes a little each year. Come and see what’s new for 2018.

…and Reason #1 — Fly the airplanes, investigate engines for your kit project, see how various airplanes fit you, carefully examine the airplanes that most interest you, talk to the people representing or manufacturing them, have those longer conversations you cannot have at the big shows where vendors can be overwhelmed by tire kickers and others. Talk seriously about an airplane purchase or upgrade or service or options with the experts. But remember, this show is about flying those airplanes you like …so GO FLY!

You can probably add a few more reasons of your own, but the key is to show up and enjoy yourself while checking out a good flock of Light-Sport Aircraft, light kit-build aircraft, and ultralights. Inside the display tent you will find a good collection of accessories, tools, and other gear pilots want.

Oh, here’s one more reason. Come see Videoman Dave and me making fresh videos like the one below. If you can’t make this year’s DeLand Showcase, at least you will get to see lots of videos.

Really, though… the fun is being present. C’mon down south folks, the weather’s great!

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Arion‘s Lightning, available as a SLSA, ELSA, or 51% kit, is already ready for somewhat higher weight, said boss Nick Otterback.

An article from last weekend’s news about a massive jump in LSA weight propelled this website to an all-time record as light aviation enthusiasts from around the nation and the globe signed on to make comments and shared the article with their friends.

Words you read on this website proved to be correct as more information emerges. Specifically, one large error was a quoted date for a new NPRM on this subject. Some outlets reported it would be released on January 19, 2019. NPRM is an abbreviation for Notice of Proposed Rulemaking and precedes any new regulation, allowing for comment and revision. Before such a NPRM is released, FAA has normally spoken to many parties that could be affected. That largely has not happened yet and for a good reason.

The NPRM is nowhere-near ready to be published, certainly not on such a specific date as January 19th next year.

Other Quality Reporting

Beside my own investigation with sources in FAA working on this specific regulation, AVweb journalist Paul Bertorelli also followed up on this story. Read his report here; his article contains a link to a podcast.

Rans’ S-212 Outbound was designed for as much as 1,800 pounds, though it is available as a SLSA at 1,320 pounds.

The short summary: No NPRM will come out in three months.

Paul interviewed EAA’s VP of advocacy and safety, Sean Elliot, who agreed that FAA’s work is “unlikely to yield any specific Notices of Proposed Rule Making until at least 2020, if not beyond.”

Good! Whatever the eventual content of FAA’s proposed rulemaking, an absolutely essential ingredient is discussing changes with industry and other key participants first, revising the proposal, and allowing various government and non-governmental groups to offer their input. FAA does not rush a proposal to NPRM status because doing so could generate lots of unfavorable comment, and in such case, regulators would have to go back to the drawing board.

In addition and as I already reported, this is a very sweeping regulation that touches on many parts of the current Federal Aviation Regulations (FARs) and all that language change must be carefully considered. Updates for LSA are only one part of this large regulatory project.

Q&A on Weight and More

To other specific questions I’ve been asked, I have further responses…

Specific Weight? — The number 3,600 pounds has been reported. It will not be a specific, fixed number and the formula that will produce a gross weight has not yet been finalized. Yes, it could be that high; no one knows yet …but the formula will likely involve engine power, stall speed, and probably other parameters.

North Wing is a trike builder and supplier of wings to other weight shift producers.

More Seats? — Yes, this is also a possibility. It is not specifically an attempt to bring Cessna 172s and other legacy aircraft into LSA. It is an attempt to bring this new regulation closer to that established for Basic Med. Many aircraft — such as weight shift, powered parachutes, gyroplanes, and motorgliders — don’t need or want (or maybe can’t handle) four seats. Even those airframes that can accommodate more seats will surely then be more expensive.

Higher Speed? — Yes, higher speed may also be on the agenda. Nothing is particularly sacred about 120 knots (138 mph). However, like all parts of this regulation proposal, it is only in discussion stages at this time. Again, this has to do with trying to align the new regulation with the earlier one for Basic Med.

What Medical? — At this time, no change is expected for LSA. Your Sport Pilot certificate will still only require a driver’s license and self-signoff, or use that medical approach with your higher level certificate and exercise the privileges of Sport Pilot. Again, as with all parts of this rule-in-progress, the plans are subject to change.

Progressive Aerodyne, the leading seller of LSA seaplanes, has been working with partners on a Single Lever Control (SLC) system to provide automatic in-flight prop adjustment.

Adjustable Propeller? — Yes, again. As reported in LAMA’s earlier report, single lever control was favorably received by FAA management and the association is hopeful this will be part of the resulting new regulation. SLC is a type of automatic prop adjustment, similar to that found on every Cirrus aircraft.

What’s Important? — LAMA wants FAA to listen to the LSA producer community and the LSA user community. Give the industry and pilots a chance to provide input and the result will be a better product. That takes time and that’s why the absurd date only three months away was so unrealistic.

Finally, I want to again point you to the LAMA advocacy report. The industry association continues to work with FAA to advance several goals mentioned in that report. These bear a short review.

SilverLight Aviation‘s AR-1 gyroplane, now available with a removable enclosure, must presently be assembled from a kit, though LAMA continues work to bring these aircraft into the world of Special LSA. photo by Amy Saunders

Another goal is aerial work or commercial use for LSA. Most readers will recognize SLSA can already be used for commercial work: professional flight instruction, rental of LSA to students and others, and towing. LAMA merely wants to add to that list — and honestly, more gross weight will add to the work value of these aircraft in addition to giving sellers and buyers new opportunities to use LSA productively.

Finally, we aren’t giving up on SLSA gyroplanes although I will admit this one is proving to be the toughest, with ongoing resistance from the rotorcraft branch of FAA — meaning no professional flight instruction is allowed. Yes, training can be done with a LODA (Letter of Deviation Authority), if you can get one, but that method does not allow a student to solo in the aircraft being used for his or her training.

THE GOOD NEWS… industry groups like LAMA and member organizations like EAA, among others, have more time to continue work with FAA and more time for agency personnel to listen to the community of users and the professionals serving them.

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So far, at least three entries* in the multicopter sweepstakes qualify themselves as Part 103 ultralight vehicles. I’m guessing that lead FAA rule writer, Mike Sacrey, never envisioned this idea back in 1982 when he and his team created aviation’s least-regulated aviation sector. In those days, FAA had only recently moved away from requiring that such aircraft demonstrate foot launching.

Mike would have needed a genuine crystal ball to foresee something like Scorpion 36 years ago. Let’s briefly put this in perspective — most readers had yet to buy their first computer; we were still 13 years away from the World Wide Web; it was a quarter century before the iPhone; even Light-Sport Aircraft were 22 years in the future.

Had Mike written a regulation back then to include multicopters like Scorpion he would surely have been relocated to some remote post where his craziness would not be obvious.

Yet multicopters seems to be everywhere and now, FAA has issued a formal letter saying, basically, “Yeah, it’s a Part 103 ultralight.”

Crazy, or Real? …but Fascinating

Our preceding article about a Lighter-than-Air LSA looks fairly tame compared to Scorpion. I know many readers are doubtful about either development …and that’s OK. Pilots being skeptical is a preservation instinct: don’t go fly any old thing that comes along; applying logic, analysis, and a serious measure of doubt may keep you alive.

Some readers who read the earlier Scorpion article thought the close proximity of spinning props to the occupants legs was nuts (even if protections were in place). Others wrote that sitting above the blades was equally weird (although the first Kitty Hawk Flyer used a similar concept). I can understand all sorts of questions — or outright dismissal — but it appears multicopters are here to stay, even if their form may change radically in the years ahead.

To their credit Hoversurf did consult FAA as this letter from Principal Maintenance Inspector Wilbert Robinson proves.

Hoversurf explains some of their ideas, “We have designed a monocoque frame created using different types of carbon fiber technology. The whole frame is made by a single element, which gives the stiffness of the structure … while reducing the weight by a factor of two compared to our previous aluminum model. … Dimensions of the hoverbike allow it to be rolled in a standard doorway while also having ability to take-off and land from an ordinary parking space. … [Scorpion] weighs (253 pounds) … reducing the weight of the frame … allowed us to install a more capacious battery. Our safe flight altitude is 16 feet above ground, but the pilot can adjust the limit to their comfortability. … Maximum speed is limited to 60 mph or 52 knots according to the requirements of the law.”

If you want to read more about the company’s view of Scorpion, go here.

A few points need to be clarified:

1. In one video the company representative speaks of “no limits,” saying you can fly as high as you like or as fast as you like. Of course, most readers know a Part 103 vehicle is limited to 55 knots or 63 mph. The website acknowledges this but the video was evidently produced before the Part 103 decision was made. The quote in the paragraph above shows company officials may have also backed away from the “fly as high as you like” comment.
2. In a couple other videos, Scorpion’s price is quoted at $59,900, which less doubtful buyers might pay. Yet the website states the asking price at $150,000. At the latter figure, I imagine the number of buyers of an unproven vehicle will be very minimal (other than police or military buyers), though I could be wrong.
3. What might be more workable and acceptable is a drone version that carries goods instead of a human. The website has information about this but that use is much less impactful than showing manned flight.

So, is Scorpion going places or destined to die on the vine? Only time will tell.

Here are a couple videos showcasing the flying machine:

* The three entries are Kitty Hawk Flyer, Opener BlackFly, and Hoversurf Scorpion

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FAA’s Light-Sport Aircraft category involves quite the intriguing mixture of aircraft. Fixed wing aircraft of many descriptions, weight shift, powered parachute, gyroplanes, motorgliders, seaplanes, of course, and, lighter-than-air. Every niche has been well explored …except for that last one.

Now comes FlyDoo from France, an LSA-category-fitting hot-air balloon. Designer Leandro Corradini thought he could deliver something that didn’t exist in the market so he set up shop to supply envelope, basket, burner, and more in a practical, lightweight, compact, and easy-to-transport and -store package.

FlyDoo breaks down compactly enough that you could easily store it in your house or apartment. He even shows pictures of transporting it to a flying field by adding a wheel and tow bar kit to the gondola making the aircraft into a small trailer that can be towed by a bicycle.

Leandro observes that established balloon manufacturers are accustomed to working in the FAA or CAA certified aircraft environment, often building large balloons used commercially to give rides. These producers have smaller aircraft but evidently pursue the higher cost variations. They may not be familiar with ASTM standards as used for all Light-Sport Aircraft and no others have chosen to address the LSA market.

Corradini views hot-air balloon flying as a simpler, easier, friendlier way to fly that can relieve stress rather than create it. To add to the relaxing outcome of a balloon flight, Leandro also gave his LSA LTA a VTU.

VTU probably threw you as it is not a term you hear for aircraft, unless it’s a Harrier jet or the newer F-35. Either of those seems about as far away from FlyDoo as you can get.

VTU stands for Vectored Thrust Unit and it is something unusual for a hot-air balloon.

Corradini’s VTU can be attached to the basket or gondola and provides directional control and thrust. His VTU is powered by an electric battery pack. The whole system adds only 55 pounds.

Designer Leandro Corradini uses his right hand to work the steering bar with button throttle for his Vectored Thrust Unit.

Maneuvering with the VTU appears surprisingly simple. Using a steering rudder (photo) with a push-button throttle, the pilot can rotate the balloon by angling the prop until balloon and gondola reach the desired position. Then the pilot centers the rudder and applies thrust to more forward in the desired direction.

Current LSA regulations do not allow his electric powerplant, but that might be solved by the time FlyDoo is fully ready for market. Although he has not yet gotten FAA acceptance, Leandro said he has designed from the beginning to comply with ASTM standards for LTA that some years ago were completed by the F37 committee of ASTM.

Because no prior company has offered an aircraft using those standards, it seems likely FAA will want to audit this first LTA entry. Until passing muster with FAA, FlyDoo can be made available as an Experimental-Amateur Built.

Aiming for production in 2019, Leandro is currently estimating FlyDoo’s price at about $21,000 covering foldable gondola, the custom burner unit and controls, plus the balloon envelope. You may add the VTU, with batteries and chargers, for an additional $14,000.

American balloon enthusiasts can see FlyDoo next month at the Albuquerque International Balloon Fiesta in New Mexico over October 6 to 14, 2018. The Albuquerque gathering is enormous with many hundreds of colorful balloons — including some with rather fantastic shapes. The main event is a mass ascension that has become one of the most photographed spectacles in the country.

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