ByDanJohnson.com - News & Video on Light-Sport Aircraft, light kit aircraft, and ultralight aircraft

By Dan Johnson || May 26, 2017 4 Comments

Readers tell us the website looks great on their smartphone, tablet, or computer after we moved a ton of content from our older website. Now we are turning to other elements such as LSA Market Info, PlaneFinder 2.0, the FIRM List, and Smart Search. Stay tuned!

We sincerely appreciate your visit — or your membership. THANKS!

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Back from Cuba! — First Light Aircraft Flights to the Island

By Dan Johnson || May 28, 2017 Leave a Comment

Mike and Jonathan fly the Magni Gryo M16. All photos courtesy John Craparo

These days you can go to Cuba. You can even fly to the island nation. Yet one thing no one has been doing… is flying VFR to Cuba. According to John Craparo, this was the first time in at least 60 years.

They were also the first-ever gyroplanes to arrive in Havana.

John was joined by his three gyro friends — Dayton Dabbs, Mike Baker, and Jonathan Prickett — in a pair of Magni Gyro tandem two seaters, both M16 models. The gyroplanes were accompanied by two SportCruiser LSA, a pair of Bonanzas, and a Cirrus SR20.

For the faster, fixed wing aircraft the 100-mile crossing was not a major challenge. However, any water crossing where you fly out of sight of land in a single engine airplane will earn your rapt attention.

Prepared for an over ocean flight where Friendship 4 would lose all sight of land.

It was a bigger deal yet to cross an expanse of ocean in open cockpit gyroplanes flying less than 100 miles an hour with 19 gallons of fuel on board. Doing so into a strong headwind added a further complication. Then, you have Cuban air traffic controllers who had never handled a VFR arrival. Besides circuitous vectoring, one of the gyros was assigned a holding pattern with fuel diminishing by the minute. See how this got interesting?

John is no stranger to long distance flying in his gyroplane. He and partner Dayton Dabbs earned several FAI and NAA records for gyroplane flying. A recent expedition took them from Dallas’ Love field, to Santa Monica, to New York’s La Guardia, and back to Dallas. That continental criss-crossing in a open cockpit aircraft flying less than 100 miles an hour convinced them the flight to Cuba was quite achievable. Indeed, the trip from home base in Texas to the jump-off point of Marathon Key airport (KMTH) in Florida was a much longer trip than the final leg to Cuba.

John and Dayton fly another M16 Magni Gryo.

Why “Friendship 4?” John explained the name is a adaptation from Friendship 7, the famous John Glenn pioneering flight into space. John Craparo said, “This was a people to people tour, to show Cubans that Americans are good people.” At that goal, the group seemed to succeed with big smiles, shaking of many hands, and warm embraces from Cuban people. Even government officials were receptive to their visit. “We were assigned no ‘handlers’,” added Craparo.

The visit to Cuba was about both the destination and voyage. Since you’ll be able to read more and more about the island nation, this article focuses on the flying of light aircraft. Some challenges are obvious; others less so.

Rights of Passage

Although governments have eased the permissions required, the task is still rather daunting. John enlisted the aid of AirRally.com, a Canadian company that greatly eased the effort of assuring all the right steps had been taken.

On approach to Havana's José Martí International Airport.

The group had a tight schedule. Their special visas required they fly over on May 19th with mandatory return on the 22nd. Those were the assigned travel days and weather could not be an excuse for delays.

“We flew at 85 knots but fought a 30-knot headwind,” recalled John Craparo. The 100 nautical mile trip plus maneuvering for traffic would consume more than two hours and the majority of their fuel supply. Therefore obtaining fuel in Cuba was a must.

“We had been told that 100LL fuel was not available and, unlike the fixed wing airplanes, we lacked sufficient fuel to make the round trip.” John and the gyro team discussed the task beforehand and elected to go anyway. Yet they didn’t know about the headwind or the air traffic control situation when they made this decision.

The straight line distance was only about 100 nautical miles but with ATC vectoring, it was closer to 130 nautical.

The gyroplane team was warmly received by officials.

“We were told we had to cross the ADIZ by 10 AM or turn around and go back,” John noted, adding another pressure point to the plan.

Crossing that much water is a serious matter. They prepared. Each aircraft had two GPS units, dual radios. life vests, personal locators, Spot trackers, flare guns, and even a knife to attempt fending off any sharks or other predators. Gyroplanes are not designed to carry a lot of baggage, so after the safety gear, “we packed very light,” explained John. “We had two pairs of underwear, socks, and shorts. We planned to do laundry on the island.”

Arriving Over Cuba

Other than the headwind, the crossing was uneventful, but remember, the controllers had never handled a VFR flight so vectoring and being directed into clouds resulted. “We had five or 10 minutes of tension with ATC, telling them we could not do IFR flight,” John clarified. Like controllers around the world, the Cubans spoke English but the pair of gyroplanes had to work things out in the air.

Sights in Havana stir memories of the '50s.

John’s Magni got on the ground first and successfully, but after waiting anxiously, still had no word about the other M16 gyroplane.

“They had been put in a holding pattern and were ignored for a time,” related John. It was only minutes but, given the situation, seemed like hours. After pleading their fuel predicament to Cuban controllers, they were finally given clearance to land.

“When the second gyroplane shut down, 1.5 gallons — 15 to 20 minutes‘ worth — of fuel remained, exclaimed John!

John recorded his time from engine start in Marathon, Florida to shutdown in Havana at 2.5 hours. To compare, with calm winds on the return to America, the flight was only 1.5 hours.

These Rotax engines burn between four to six gallons per hour depending on the power setting, so two and half hours equates to 12-15 gallons used. With 19 total on board, a return flight was not possible. The second gyro, delayed longer by Cuban ATC, consumed more of their supply.

Being safe on the ground is good but clearly the gyro team needed to negotiate some fuel and only Jet A was offered on the airport.

(Left to right) Mike Baker, John Craparo, Dayton Dabbs, and Jonathan Prickett.

After lengthy discussions — including the possibility of siphoning fuel from one or more of the GA airplanes who were not fuel challenged — a solution was found. An automobile gas truck was procured. The company president rode along with his driver and they were delivered 92-octane mogas for $2.75 a gallon. “All things considered that seemed a good value,” John said. Payment had to be in cash; credit cards are not used in Cuba. John and partners were prepared, thanks to their own study and advice from AirRally.com.

“We ran the engines on the fuel to determine its quality,” John indicated, but the fuel turned out to be good and the flight home went without incident.

The experience in Cuba was excellent and interesting, according to the flight of seven. Friendship 4 will no doubt replay the trip in their minds for years to come, especially the rather tense arrival.

"Thanks to everyone who cheered us on," finished John.

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These days you can go to Cuba. You can even fly to the island nation. Yet one thing no one has been doing… is flying VFR to Cuba. According to John Craparo, this was the first time in at least 60 years. They were also the first-ever gyroplanes to arrive in Havana. John was joined by his three gyro friends — Dayton Dabbs, Mike Baker, and Jonathan Prickett — in a pair of Magni Gyro tandem two seaters, both M16 models. The gyroplanes were accompanied by two SportCruiser LSA, a pair of Bonanzas, and a Cirrus SR20. For the faster, fixed wing aircraft the 100-mile crossing was not a major challenge. However, any water crossing where you fly out of sight of land in a single engine airplane will earn your rapt attention. It was a bigger deal yet to cross an expanse of ocean in open cockpit gyroplanes flying less than 100 miles an hour with 19 gallons of fuel on board.

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Just Aircraft …No “Just” About It. SuperSTOL Leaps Aloft.

By Dan Johnson || May 26, 2017 Leave a Comment

Both these companies are to be congratulated for advancing the light aircraft field, but one aircraft really lit this space on fire: Just Aircraft and their ground-breaking SuperSTOL. Just Aircraft went beyond vintage appeal by extending SuperSTOL ability with several distinctive features.

"The dual slatted wing significantly enhanced performance and slow flight control," said design engineer Troy Woodland. His SuperSTOL wing design incorporates self-deploying leading edge slats and wide span Fowler flaps to increase stall range. SuperSTOL also uses vortex generators to further stretch slow flight performance and handling (photo).

"This provides access to considerably more off-airport landing sites, making the SuperSTOL one of the most versatile backcountry machines out there," Troy added.

Thanks to those flight qualities, one was pressed into scientific survey service in a difficult environment. Russian biologists sought an aircraft to conduct surveys of wildlife populations along the Northeastern Russian Coast, above the Arctic Circle. George V. Kirtaev ordered a SuperSTOL kit from Just Aircraft in the summer of 2015. Russia allows homebuilts to be constructed, certified and flown in their airspace.

With more than 200 hours in his SuperSTOL, Kirtaev said, “It is possible to fly low and slow which is essential for counting and photography.” The rugged design has proved to be good working aircraft. “There is a lot of space inside for gear and you can even spend the night in it," added Kirtaev.

Complementing the hardworking wing Troy created a landing gear system that takes full advantage of a hydraulic strut with a surprising long stroke travel. SuperSTOL's tail wheel also incorporates a hydraulic shock to lessen aggressive off-airport landings. You can read my experience with SuperSTOL and this amazing landing gear here.

Wing slats combined with large surface area Fowler flaps allow the aircraft to be flown at extremely high angles of attack, permitting it to drop into small or inclined clearings. This provides access to considerably more off-airport landing sites, making the SuperStol one of the most versatile backcountry machines available. With the new wing configuration, Just Aircraft said the aircraft can cruise at 110 mph, land at 32 mph, and take off or land with as little as 150 feet of runway …or maybe a lot less.

Alaska pilot Robby Pedersen won first place in the LSA Class at the Valdez short landing and take off competition. He was aided in this task by Beringer brakes and Alaskan Bush Tires on his SuperSTOL.

SuperSTOL can be a workhorse but you have to bring the flying machine to a stop. About his Beringer brakes, Robby said, "They were perfect! I could not have had the shortest landing of the day without them. They are smooth and easy to regulate providing perfect control."

Just Aircraft offers several SuperSTOL engine options including the original Rotax 912. Those seeking the ultimate in how power will elect Titan's X-340 engine on Just Aircraft's stretched SuperSTOL XL.

Thanks to a redesigned crankshaft, Titan develops 180 horsepower with elevated torque levels according to Continental Motors' James Ball. He added, "Essentially, the engine started out life as a 160 horsepower Lycoming, but original developer ECi (purchased by Continental in 2015) reconfigured the engine to have a larger displacement resulting in more power."

Hear Just Aircraft's Troy Woodland and Gary Schmitt discuss the Titan-powered SuperSTOL in this video.

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CubCrafters now leads the field for Special LSA (see this report to learn more) thanks significantly to their early installation of the 180 horsepower Titan engine. Outback Shock is starting making waves in the sky with their impressive entry. Outback with Shock options is sold in America by SportairUSA. Both these companies are to be congratulated for advancing the light aircraft field, but one aircraft really lit this space on fire: Just Aircraft and their ground-breaking SuperSTOL. Just Aircraft went beyond vintage appeal by extending SuperSTOL ability with several distinctive features. “The dual slatted wing significantly enhanced performance and slow flight control,” said design engineer Troy Woodland. His SuperSTOL wing design incorporates self-deploying leading edge slats and wide span Fowler flaps to increase stall range. SuperSTOL also uses vortex generators to further stretch slow flight performance and handling (photo). “This provides access to considerably more off-airport landing sites, making the SuperSTOL one of the most versatile backcountry machines out there,” Troy added.

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45th Spectacular — A Fun Tradition in Kitty Hawk

By Dan Johnson || May 20, 2017 Leave a Comment

For 45 years, an event has occurred on these ever-shifting dunes qualifying it as one of aviation's longest-lasting events. To some eyes, it may also be one of the most fun, a nearly innocent way to take to the air in the lightest of wings. Many do it barefoot, and here, that's perfectly fine.

This is the grandly-named Hang Gliding Spectacular. The staff who runs it refer to it simply as "Spec."

The old saying about not flying higher that you want to fall practically defines sand dune flying on Jockey's Ridge. The idea: fly from an 85-foot-high, rather gently sloping sand dune using the wind and your skills targeting a set of concentric rings at the base of the dunes to see who can most closely plant both feet in the bulls eye. Not many do. It's harder that hitting that little center ring on a dartboard.

Fun abounds and no wonder. "Spec" is sponsored by Kitty Hawk Kites supported by other local businesses. Kitty Hawk — Nags Head — the Outer Banks… this is a major tourist haven. Mile upon mile of beach houses are rented to millions of tourists from all over the east cost.

All those folks are looking for some fun on their vacation and Kitty Hawk Kites owner John Harris' multiple businesses give many ways to enjoy the area. His hang gliding school, established in 1974 has probably trained more hang glider pilots than any other school on Earth. Many went on to fly airliners and other working aircraft. Another large bunch of them still enjoy this simple and inexpensive way to go aloft.

Not all hang gliding is sand dune flying, of course. Impressive flights of many hundreds of miles have been achieved and competitions occur around the world showcasing truly expert pilots using high-tech gliders and gear. However, nearly all these "sky gods" learned to fly in a manner similar to what happens here at Kitty Hawk Kites.

Powered aircraft pilot might not think this appeals to them. That's understandable. Yet those of us who spent years in hang gliding can attest to the good times this kind of flying provides. More than any other aircraft, a hang glider comes closest to delivering the childhood fantasy of your arms as wings. Angels of the sky? Maybe, but if you fly, you know the enjoyment going aloft can bring; sand dune hang gliding is another fine way to enjoy the air.

This short video produced at the 2016 event gives a flavor of the festivities and gives an up close glimpse at the dune flying.

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Wind blows across the dunes here in Nags Head in a way that first drew the Wright Brothers 114 years ago. Indeed, a couple miles north north a memorial commemorates the famous bicycle shop owners who made history in this breezy outpost on the Outer Banks of North Carolina. For 45 years, an event has occurred on these ever-shifting dunes qualifying it as one of aviation’s longest-lasting events. To some eyes, it may also be one of the most fun, a nearly innocent way to take to the air in the lightest of wings. Many do it barefoot, and here, that’s perfectly fine. This is the grandly-named Hang Gliding Spectacular. The staff who runs it refer to it simply as “Spec.” The old saying about not flying higher that you want to fall practically defines sand dune flying on Jockey’s Ridge. The idea: fly from an 85-foot-high, rather gently sloping sand dune using the wind and your skills targeting a set of concentric rings at the base of the dunes to see who can most closely plant both feet in the bulls eye.

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Sleek, Sexy Electric Light-Sport Seaplane

By Dan Johnson || May 19, 2017 Leave a Comment

Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that's reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation.

Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update.

After Aero 2017, aeronautical journalist extraordinaire, Marino Boric (website), wrote, "The Norwegian company, a typical start-up enterprise, successfully impressed the public with its P2 Xcursion at Aero."

"Equator has created an interesting amphibious two seater with a hybrid propulsion system (EHPS) where the prop on the vertical stabilizer is driven by a 100kW (134 horsepower) electric motor which receives electric energy from a remotely-located Wankel combustion engine/generator power unit …and/or from a battery pack."

Thanks, Marino. We will have more from him still to follow.

Equator's team lead by CEO Tomas Brødreskift said, "We imagine hybrid bio-based technologies as a bridging technology, [one] that can provide green flight, but still have suitable long range capability." Since "range anxiety" seems to be the major challenge facing electric car producers, maybe Tomas and Equator are on to something.

The company views four particular attributes of Equator

Floatwing — removes the need for external high drag support geometries, and provides high stability
Merged Hull Geometry — fuselage has an aerodynamic forward geometry merged with the boat hull further back for minimizing drag on the boat hull section
Electric Motor — gives us smooth aerodynamics and lower weight at the same time; we get all the bulk and weight down in the hull for optimized stability in water
Laminar Flow — drag is kept low over all with a laminar flow fuselage, canopy and airfoils

image by Mario Boric at Aero 2017

An "air lubrication system" is an experimental method designed to lower drag when taking off from water. Air is pumped through tiny holes in the hull to reduce friction.

When in water, the M97 electric engine can be reversed when you pull the throttle all the way back and actuate the wheel brakes. "You can brake and reverse the plane aerodynamically in water, a dream for any seaplane pilot," said Equator.

The rudder fly-by-wire and nose gear drive-by-wire are more experimental technologies. "We believe these may make it simpler for the prospective owner and pilot to learn how to fly. No more hand and foot coordination, here you can put your feet up high and use your hands only for all control inputs. A video on the company's website shows twisting the joystick like a motorcycle throttle to move the rudder. This is clever but non-standard, which may create resistance from experienced pilots. However, it shows their out-of-the-box thinking.

P2 Xcursion's power system is comprised of three elements:

Internal Combustion Engine — WST KKM 352 Wankel producing 57kW (76 horsepower) weighing 99 pounds (45 kg)
Generator — Engiro G60 producing 60kW, water cooled weighing 33 pounds (15 kg)
Electric Motor — Engiro M97 Electric producing 97 kW (130 horsepower) weighing 71 pounds ( 32 kg)

image by Mario Boric at Aero 2017

All three elements weight 203 pounds (92 kg), which isn't bad for 130 horsepower compared to an equivalent gasoline engine thrust… but that may be an inadequate comparison. Electric motors are known for their high torque, just what is needed for a seaplane trying to leave the water. On balance, though, keeping such a multi-element system in perfect operating condition requires different skills than maintaining a gasoline engine. Additional training seems needed for aviation mechanics to perform upkeep on such a hybrid.

Avionics are supplied by an MGL iEFIS with remote transponder and radio. For their propeller, Equator chose a DUC Flash with custom DUC hub and spinner.

P2 Xcursion is interesting enough to keep following during its test flying program. Marino reported, "The prototype should soon start with ground/water testing and the maiden flight is planned for summer 2017."

Go explore Equator's website for yourself.

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AirMax SeaMax — Icon A5 — Vickers Wave — MVP — Lisa Akoya… you only need look at the best promoted brands to see that arguably the most innovative ideas in light aircraft are coming from the LSA seaplane sector. Each of these is a great example of visionary engineering. Others LSA or light kit seaplane developments — Searey, Mermaid, ATOL Avion, Aero Adventure, among others — are somewhat more conventional but that’s reassuring to some potential buyers. All these names have one enormous advantage. They have practical field experience. Of the five in the first paragraph, only SeaMax has a longer period of use by owners in regular operation. Now consider Equator Aircraft P2 Xcursion, an electric hybrid seaplane with several compelling ideas. I wrote about this in an article two years ago; now we have an update.

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Information on Icon A5 Incidents; Preliminary Details

By Dan Johnson || May 16, 2017 Leave a Comment

A severely damaged Icon A5 rests after the crash. Image from KathrynsReport.com

To say the last month has not been good for Icon Aircraft would be a gross understatement. While the company struggles to increase production of their often-ordered LSA seaplane, they now must deal with much more difficult events.

Most recently, the National Transportation Safety Board (NTSB) reported, "On May 8, 2017, about 9 AM Pacific time [an] A5 impacted terrain while maneuvering near Lake Berryessa, California. The commercial pilot and passenger were fatally injured, and the airplane sustained substantial damage."

Icon Engineering Fellow and Chief Test Pilot, Jon Karkow. Image from Icon Aircraft

The aircraft was piloted by Icon’s chief test pilot, Jon Karkow who was taking the recently hired Director of Engineering, Cagri Sever, for a familiarization flight. "The flight was Sever’s first in the A5 and was to be his introduction to the product on which he would be working at Icon," reported the Vacaville, California company.

NTSB obtained an eyewitness statement and reviewed the aircraft’s Flight Data Recorder with company engineers. An eyewitness account indicated the aircraft was flying slowly when it entered a steep, narrow canyon (photo).

NTSB's report noted, "A witness, who was in a boat on Lake Berryessa, reported observing the accident airplane flying over the lake about 30 to 50 feet above the water, at what seemed to be a low speed. The witness stated that the airplane passed by their position and entered a nearby cove, traveling in a northerly direction. The witness heard the engine 'rev up' as the airplane drifted to the right side of the cove. Subsequently, the airplane pitched upward and entered a left turn, just before it traveled beyond the witness's field of view. The witness stated that he heard the sound of impact shortly after losing visual site of the airplane."

Image from Google Earth; red pin only identifies Little Portuguese Canyon not the impact location.

“We’re unsure why the plane [was flown] into such a narrow canyon that had no outlet,” said Shane Sullivan, Icon’s Director of Flight. “We’re deeply saddened and fully committed to learning whatever we can from this tragic situation.”

NTSB will produce a final report typically taking several months that will contain the facts and circumstances related to the accident, along with a determination of the probable cause.

“This was a devastating personal loss for the Icon team,” said CEO and Founder, Kirk Hawkins. “We didn’t just lose employees; we lost family members. Jon and Cagri were both passionate engineers who were inspired by the mission to make personal flying more accessible."

Icon Director of Engineering, Cagri Sever. Image from Icon Aircraft

"Jon was an aviation legend who spent 21 years at [Burt Rutan's] Scaled Composites before dedicating the last ten years of his career to Icon developing the A5," added Hawkins.

Cagri joined Icon as Director of Engineering only a week prior to the accident after rising through Ford Motor Company’s engineering organization.

"We will miss them both tremendously," Hawkins expressed, "and our thoughts and prayers are with their families." Memorials for Karkow and Sever are being planned.

Icon initially suspended all flight operations of the A5 fleet immediately after the accident. Flight operations have now resumed following the NTSB preliminary report.

A few weeks earlier, as many enthusiasts were headed to Sun 'n Fun, the company suffered another incident although no one was injured.

Image from KathrynsReport.com

According to NTSB's Aviation Accident Factual Report, "The pilot of [A5] reported that during a no-flap water landing, he noticed a higher descent rate than expected. He added that he applied full power to initiate a go-around, but the airplane landed hard on the water. The pilot and passenger egressed the airplane and were rescued without further incident." The airplane sustained substantial damage to the fuselage.

"The pilot," NTSB continued, "reported no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The pilot reported that he believes the airplane encountered 'a windshift/shear to a tailwind as [he] transitioned high to low for landing approach toward the [south-southwest]'." Recorded data from the automated weather observation station located about 6 miles to the west of the accident site reported that 17 minutes before the accident the wind was 090° at 9 knots.

Image from NTSB courtesy FAA

The pilot of the Florida-based A5 is a 53-year-old male holding an ATP certificate with multi-engine and seaplane ratings. He has more than 8,500 hours logged, as NTSB reported, with 175 hours in Icon A5.

That both A5s were operated by highly qualified, highly experienced pilots is surely troubling for Icon and for any of us who enjoy flying these aircraft. My own experience in A5 (video pilot report) informs me that this is a well flying, easy handling, and extraordinarily well behaved Light-Sport Aircraft. A5 has been as thoroughly tested as any LSA with which I am familiar.

These twin crashes will weigh heavily on Team Icon and anyone involved with light aviation. I offer my personal condolences to the Karkow and Sever families as well as Team Icon.

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Normally we elect not to delve into accidents on ByDanJohnson.com but where it can be instructive and when readers are keen to learn more — and when we have direct information — discussing such matters can be useful. To say the last month has not been good for Icon Aircraft would be a gross understatement. While the company struggles to increase production of their often-ordered LSA seaplane, they now must deal with much more difficult events. Most recently, the National Transportation Safety Board (NTSB) reported, “On May 8, 2017, about 9 AM Pacific time [an] A5 impacted terrain while maneuvering near Lake Berryessa, California. The commercial pilot and passenger were fatally injured, and the airplane sustained substantial damage.” The aircraft was piloted by Icon’s chief test pilot, Jon Karkow who was taking the recently hired Director of Engineering, Cagri Sever, for a familiarization flight. “The flight was Sever’s first in the A5 and was to be his introduction to the product on which he would be working at Icon,” reported the Vacaville, California company.

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You Like Aircraft Spruce — They Thank Customers

By Dan Johnson || May 15, 2017 Leave a Comment

Does any aviator in the country not know the name Aircraft Spruce? Odds are overwhelming that you have one of their thick catalogs chock full of every part, panel gear, tool, and aeronautical doo-dad on the market. They are known to stock many hard-to-find items. Almost as likely, you've bought something from Aircraft Spruce. Maybe you are regular customer.

The company started out west in California and that's still the main hub. Yet for eastern aviation enthusiasts, the company maintains a facility in the Atlanta, Georgia area. They also have a Canada-based outlet.

This Saturday, May 20th, is Customer Appreciation Day (CAD) in Peachtree City. Aircraft Spruce East will host its annual event on Saturday the 20th — just a few days from now! — from 8 AM to 4 PM. Those driving in can enter 452 Dividend Drive in Peachtree City, Georgia on your GPS unit. Those flying in will find it beside the Atlanta area's Falcon Field (KFFC); the company offers a free shuttle service from KFFC to Aircraft Spruce for all attendees flying into the airport.

Popular aviation products will be specially priced to provide additional savings to those who visit the facility for the event. There will be a number of raffle prizes given out during the day. Aircraft Spruce will be offering a free shuttle service from KFFC to Aircraft Spruce for all attendees flying into the airport for the event.

"This is the time of year when we go all out by offering spectacular discounts on our most popular products and provide a chance for our loyal customers to meet our vendors," said Aircraft Spruce representatives. You might even win a free AvMap Engibox.

Those looking for expert advice will find it as Aircraft Spruce brings in representatives from many leading aviation products to demonstrate and discuss the benefits of their products.

Additionally, the Falcon RV Squadron is hosting their spring 2017 RV fly-in and cookout on the same day as the CAD event. If you have, or are interested in building, an RV aircraft they invite you to join the party. EAA will coordinate with Aircraft Spruce to provide a couple of their well-regarded, hands-on workshops so if you're working on an RV-12 (or any RV model), click here for info.

RV or not, builder or not, Aircraft Spruce invites you to come join the fun and get a chance to win big prizes. "Enjoy a free southern smokin' cookout & soda on us," the company urges!

Aircraft Spruce is a significant sponsor of this website helping us to provide content to you, so we encourage southeastern pilots to check out Customer Appreciate Day at the company's Peachtree outlet.

Find out more at the company's special website page or call 770-487-2310.

For western customers, this special Customer Appreciation Day will occur on October 7th, 2017.

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Does any aviator in the country not know the name Aircraft Spruce? Odds are overwhelming that you have one of their thick catalogs chock full of every part, panel gear, tool, and aeronautical doo-dad on the market. They are known to stock many hard-to-find items. Almost as likely, you’ve bought something from Aircraft Spruce. Maybe you are regular customer. The company started out west in California and that’s still the main hub. Yet for eastern aviation enthusiasts, the company maintains a facility in the Atlanta, Georgia area. They also have a Canada-based outlet. This Saturday, May 20th, is Customer Appreciation Day (CAD) in Peachtree City. Aircraft Spruce East will host its annual event on Saturday the 20th — just a few days from now! — from 8 AM to 4 PM. Those driving in can enter 452 Dividend Drive in Peachtree City, Georgia on your GPS unit.

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US Flight Expo Wraps First Year Event in Arizona

By Dave Loveman || May 11, 2017 Leave a Comment

Arion's sleek and slippery-looking Lightning is built in Shelbyville, Tennessee. It is available as a kit or Special LSA.

The Marana Regional Airport, in Marana Arizona was the site of the first annual U.S. Flight Expo May 3-6, 2017. The west coast of the U.S. appears to lack major aviation events of the sort commonly seen in the easter U.S. This is especially odd considering the large number of pilots and aircraft in western states! (Some have observed how western populations are spread over a much larger area, which possibly accounts for this disparity. —DJ)

One of the most successful annual aviation events not sponsored by a member organization is the U.S. Sport Aviation Expo in Sebring Florida, which will celebrate its 14^th year in 2018! Others have followed (Midwest LSA Expo &DeLand) but these sector-specific shows are still concentrated in the east.

The tricycle gear version of the very successful Aerotrek line; A220 is the taildragger version.

So it was about time for another western event other than Copperstate, which will celebrate its 45th year in 2017.

Using the template that original director Robert Woods used to make Sebring such a success, Greg Hobbs — one of the leading organizers of the U.S. Flight Expo — set out a year ago with a group of local aviation enthusiasts and volunteers to organize the show.

This group deserves a great deal of credit for the time and hard work they put into laying out and setting up the show. Arriving aircraft exhibitors had easy access to their display booths and to the runway for demo flights.

Ed Ricks is now representing the Paradise from Brazil. After early success the brand disappeared but is now returning to the U.S. after a change of owners.

Those attending the show were treated to a range of Light-Sport Aircraft, from leading LSA manufacturers or their dealers.

These included Lightning West with the Arion Lightning. John McBean sent a representative with a KitFox. Bryan Gorman from Certus Aircraft showed a SportCruiser. Ed Ricks brought a Paradise Aircraft P1. Jerry Hain displayed a beautiful Stemme motorglider. Director of Marketing, Rick Paul was on hand with the Merlin LSA from Glasair. Aeropilot USA dropped in with their L600. Arizona Ultralights had a number of aircraft on display including the Aerotrek A240 which they use in a flight training environment; they also exhibited a CGS Hawk, Quicksilver Sprint, and a fully functional and flying B1 RD antique ultralight from Robertson Aircraft. The latter dates back to the very earliest days of ultralight aircraft.

For those interested in weight shift aircraft, Neil Bungard had both a single seat and two seat AirCreation trike on display and Evolution Trikes had a new REV single seat Part 103 ultralight weight shift trike.

B1 RD was a very early ultralight, a design by Robertson that put the engine up front and swung a large prop.

For those looking for information on Autogyros, CFIs Britta Penca and Ben Pedersen representing AutoGyro Arizona were on hand.

Aviation accessory suppliers Aircraft Spruce, California Power, Chandler Avionics, and Sensenich Propellers were on hand with product and staff to answer any questions attendees might have.

For those looking for a real thrill rides were available in one of the few remaining B-25 bombers. One of my close friends had an opportunity to go up in it and he is still flying on cloud nine!

Last but not least I have to give a shout out the the guys and gals from the Sky Ryder Café located by the main terminal of the airport. If you are ever in the area you need to drop in for great food and service in a one-of-a-kind setting.

I hope to see you all next year at the U.S. Flight Expo in Marana, Arizona.

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The Marana Regional Airport, in Marana Arizona was the site of the first annual U.S. Flight Expo May 3–6, 2017. The west coast of the U.S. appears to lack major aviation events of the sort commonly seen in the easter U.S. This is especially odd considering the large number of pilots and aircraft in western states! (Some have observed how western populations are spread over a much larger area, which possibly accounts for this disparity. —DJ) One of the most successful annual aviation events not sponsored by a member organization is the U.S. Sport Aviation Expo in Sebring Florida, which will celebrate its 14th year in 2018! Others have followed (Midwest LSA Expo &DeLand) but these sector-specific shows are still concentrated in the east. So it was about time for another western event other than Copperstate, which will celebrate its 45th year in 2017. Using the template that original director Robert Woods used to make Sebring such a success, Greg Hobbs — one of the leading organizers of the U.S.

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450 Remos Light Aircraft Delivered in 20 Years

By Dan Johnson || May 8, 2017 Leave a Comment

Remos number 450 was recently delivered to new owners, Susanne and Harmut Lang, in Bremgarten, Germany by Paul Foltz.

In the late '90s, an earlier iteration of Remos Aircraft delivered their first aircraft, a G-3 Mirage, originally designed by the very talented Lorenz Kreitmeyer. That was twenty years ago. Recently, the Pasewalk, Germany company delivered serial number 450.

Susanne and Harmut Lang, the new owners of the GXNXT — known as a GXnXES in the United States — took possession at their aircraft after it was flown to Bremgarten in southern Germany by Remos engineer Paul Foltz.

The Lang's new GXNXT is equipped with the latest avionics by Dynon and Garmin. Upon receipt of the aircraft, Harmut Lang said: “The Remos GXNXT suits our needs perfectly [and] the flight characteristics are amazing and the quality of this aircraft is well known.”

If you are confused by the model name, that could be because attention has been focused on the GXiS model that won European ultralight approval recently. Even more recently, the company made news regarding its new owner, Stemme Aircraft.

Remos has engineered a handsome interior but it may be their implementation of the Rotax 912 iS that is most impressive. Read my review here.

Today, Remos Aircraft manufactures the GXNXT/GXnXES, powered by the dual-carbureted 100 horsepower Rotax 912S, plus the newer GXiS that utilizes the fuel injected Rotax 912 iS Sport that also develops 100 horsepower. The computer-chip-laden 912 iS burns less fuel in "Eco" mode and does not need to have its carburetors balanced.

The deal with Stemme resulted from Remos meeting exacting standards in the production of structural parts.

In 2014, the company preceded Flight Design in being forced into reorganization, however, they are returning to the skies with strong moves and innovative, high quality light aircraft.

Remos has manufactured and shipped aircraft to six continents attributed to "excellent performance and requiring very low maintenance."

Now certified in Germany as an Ultralight, "GXiS will soon qualify as an LSA," reported the company in a news release about the 450th delivery. "Both GX models have been popular in flight training operations and as entry level aircraft," added Remos.

Remos is represented in America by SimplyFLY at Aurora Municipal Airport (ARR) outside of Chicago, or distributor Skybound Aviation, Cape Girardeau Regional Airport (CGI), Scott City, Missouri.

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In the late ’90s, an earlier iteration of Remos Aircraft delivered their first aircraft, a G-3 Mirage, originally designed by the very talented Lorenz Kreitmeyer. That was twenty years ago. Recently, the Pasewalk, Germany company delivered serial number 450. Susanne and Harmut Lang, the new owners of the GXNXT — known as a GXnXES in the United States — took possession at their aircraft after it was flown to Bremgarten in southern Germany by Remos engineer Paul Foltz. The Lang’s new GXNXT is equipped with the latest avionics by Dynon and Garmin. Upon receipt of the aircraft, Harmut Lang said: “The Remos GXNXT suits our needs perfectly [and] the flight characteristics are amazing and the quality of this aircraft is well known.” If you are confused by the model name, that could be because attention has been focused on the GXiS model that won European ultralight approval recently. Even more recently, the company made news regarding its new owner, Stemme Aircraft.

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Rotax 915 iS Light Aircraft Engine: Testing & Award

By Dan Johnson || May 6, 2017 1 Comment

Rotax Aircraft Engines first announced this new model at AirVenture 2015; see our video interview for details and go to the official 915 iS page for even more.

In the press conference where the engine was unveiled, many in the standing-room-only audience were airframe manufacturers. As soon as the management and engineering team was done presenting, they quickly swarmed over the powerplant. You could almost see the wheels turning in their minds as they contemplated how they could fit and use this machine in their aircraft.

That was almost two years ago — AirVenture Oshkosh is only about 75 days away! The company said the 915 iS would be available in the last half of 2017. With that date approaching, how is it going?

Quite well, it appears. First, at the Aero 2017 show, Rotax was given a powertrain of the future award from Germany's large Aerokurier magazine for the 915 iS aircraft engine (photo).

“We are pleased about the great response of Aerokurier’s readership, who voted for our Rotax 915 iS aircraft engine as “powertrain of the future,” said Thomas Uhr, Vice-President Powertrain BRP. The reader’s poll was divided into six categories to permit votes on the most innovative products that will influence on the aircraft industry.

Main man at BRM Aero, Milan Bristela, overseas a technician making final adjustments to the Rotax 915 iS in the Bristell LSA.

Given the initial stampede to look over the 915 iS, which companies are actively working with the product?

Rotax agreed not to make public which airframe makers are investigating the new powerplant — doing so could affect their present-day sales and most may not want to answer customer inquiries about a project still in relatively early development. However, aircraft engines manager Marc Becker noted, "You will find that quite a few of them already announced it themselves so that it has become public information anyway," He identified several companies doing so: BRM Aero, Nogaro, Tecnam, Nikki, Zlin Aviation, Blackwing," and perhaps others as of this post time. "In total we have more than 40 OEMs started to incorporate the engine into their design, while the rest have not yet publicly announced their work."

One company has been explicit about their investigation of the new motor: BRM Aero, maker of the handsome Bristell available as a tricycle or taildragger aircraft. The current models and the new one to follow are represented in America by Bristell USA.

BRM has been flying a prototype aircraft with the 915 iS engine installed. Their preliminary flying shows some solid results.

As you can see in the photo of the engine cowling, the company discovered excellent performance (unknown if an adjustable prop was used). As others begin reporting their findings and as Rotax gears up to begin production of the 135-horsepower (100 kW) engine, the Austrian company can likely expect a swell of interest from both airframe manufacturers, kit builders, and end users… that is, we pilots, who seem always interested in more powerful engines.

Here's what early Bristell test flying showed:

Maximum Cruise: 280 km/h — 175 mph — 152 knots
Eco (lower fuel consuming) Cruise: 260 km/h — 163 mph — 141 knots
Fuel Burn in Eco mode: 23 liters/hour — 6 gallons per hour
Fuel Translation: 27.16 statute miles per gallon at 163 mph

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Surely all readers know that Rotax-brand engines dominate the light aircraft landscape. The company owns something like 75% or more of the global market and close to that in the USA. Some worthy competitors are keeping the pressure on, but Rotax continues forward. The engine-to-follow is their new turbo-intercooler-fuel injected 135-horsepower 915 iS variant. Rotax Aircraft Engines first announced this new model at AirVenture 2015; see our video interview for details and go to the official 915 iS page for even more. In the press conference where the engine was unveiled, many in the standing-room-only audience were airframe manufacturers. As soon as the management and engineering team was done presenting, they quickly swarmed over the powerplant. You could almost see the wheels turning in their minds as they contemplated how they could fit and use this machine in their aircraft. That was almost two years ago — AirVenture Oshkosh is only about 75 days away!

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Light-Sport Aircraft Market Shares for Fleet and 2016

By Dan Johnson || May 1, 2017 2 Comments

A dozen years after FAA created aviation's newest sector, we have a new leader among manufacturers of fully built Light-Sport Aircraft. CubCrafters has been moving upward with several years hitting 50 deliveries. In 2016 the west coast builder finally topped perennial leader Flight Design, which slipped to second place. The CT builder had occupied the #1 position since the beginning of Light-Sport Aircraft. Only four aircraft separate the two brands. Note: this article has been updated twice; see at end. —DJ

In the single-year race, Czech Sport Aircraft won convincingly with almost double the next closest producer. The Czech builder performed well in 2015 but significantly increased last year. Congratulations to both companies.

Our well-known SLSA Market Share chart illustrates the size of the entire fleet since the beginning of the newest category.

To explain further, our "whole fleet" market share chart — the one we have published going back to 2006 — keeps track of all Special LSA (SLSA) airplanes in the U.S. fleet. Regretfully, we are unable to properly account for weight shift trikes, powered parachutes, gyroplanes, or motorgliders because the database is too variable. This does not mean to criticize FAA data entry clerks; for example, how should they list a trike that uses a different ASTM-compliant wing? Does it deserve a different model name? Also, gyroplanes must be sold as kits in the USA (for now) even while fully built models are selling strongly overseas. We believe all the sub-categories of LSA could increase the fleet count by an additional 25% but we only show fixed wing airplanes in our chart. Likewise, we give a small reference to Experimental LSA (ELSA) when we can account for them with good accuracy. Finally, many two-place ultralights converted to ELSA before 2010 are not counted. Add all these types and the U.S. market for LSA or LSA-like aircraft probably exceeds 10,000 flying machines and even that does not include ultralights. For more on this accounting dilemma read this article or this one (see chart at end).

The numbers come directly from FAA's registration (N-number) database. Besides the difficulty for FAA to correctly identify many makes and models, mistakes or changes happen. Entry errors can occur. Airplanes may be sold out of the USA. Mishaps can remove an aircraft from the database. These possibilities can cause our numbers not to identically match what a producer may show as American sales.

Despite these disclaimers, we know our information is the best available and we work hard to assure the most accurate information we can find. For this effort, I am deeply grateful to LAMA Europe director, Jan Fridrich, who has faithfully maintained this information for more than a decade. Jan expertly does this tedious database work even as his job with the Czech Light Aircraft Association has taken him to China nearly two dozen times in the last couple years as he and his nation attempt to help China grow its recreational aircraft community.

After producing the fleet chart for several years, people wanted to know how various companies had done only in the last year. For the last few years, we have broken out these figures in our calendar chart. Of course, this list faces he same challenges and our numbers may not exactly agree with what producer records show. Over time, both charts tend to get closer.

We have and will continue to omit some brands from our Top-20 market share ranking if the supplying company leaves the business and no one absorbs their production. For example, Cessna has nearly 300 examples flying in America. However, since you can no longer buy a new one, even this famous brand may one day be dropped from the list.

Changes in the Rankings

Besides the leaders, the Top-5 brands remained steady with CubCrafters, Flight Design, Czech Sport Aircraft, American Legend, and Tecnam holding their highest rankings.

Our newer Calendar-Year SLSA Market Share table reveals which companies had the strongest performances in 2016.

Jabiru moved up one notch, while Remos slipped one. Aerotrek (another year-after-year gainer) climbed another rank while Evektor fell one. Nonetheless the top five, these last four, and Cessna are the only brands breaking into triple digits.

Although Pipistrel gives us challenges to count (some are registered as Experimental Exhibition), the Slovenian company has also exhibited an even climb and now ranks 11th in the fleet or 3rd for calendar 2016.

One fooler is SportairUSA, which markets both TL Ultralights and Zlin. Neither has broken 100 yet but when combined SportairUSA has and that's before fresh excitement over their new Outback Shock.

Van's continues to make more fully built RV-12s with their partner Synergy Air. Progressive Aerodyne, builder of the Searey approved in both USA and China, has had and still boasts solid years. The central Florida company is the clear leader in LSA seaplanes even while Icon's A5 finally began to show up with 13 new registrations in 2016.

Finally, while our main chart focuses on the top brands, note that the largest single percentage are registrations from “All other producers.” The same is true in our calendar year chart. Sometimes called "boutique brands," these companies continue to find customers.

Even as Light-Sport Aircraft matures as a niche in the aviation industry, its promise remains strong. As our ongoing reporting from Aero and Sun 'n Fun shows, new models continue to be developed and governments in more countries are embracing the ASTM standards to approve these aircraft. No wonder the general aviation world wants what LSA has.

Unlike legacy aircraft producers — those making general aircraft that have changed little over half a century — the LSA space continues to supply interesting, innovative, modestly priced, good performing, superbly equipped, and yes! …safe aircraft. Now that most manufacturers have seen BasicMed has not materially affected their business the American LSA segment grows steadily while worldwide sales continue to eclipse new GA single engine piston deliveries by multiple times.

Update #1 — May 1, 2017: After this article was posted, Pete Krotje of Jabiru North America wrote, "Your 2016 LSA chart shows Jabiru North America with five units last year. The number is actually seven (N733Y, N766J, N768J, N72TA, N773J, N218KC, and N772J (a J170-D)." We love when vendors aid our effort to achieve accuracy. This information was shared with Jan Fridrich.

Update #2 — May 2, 2017: After Tecnam's U.S. base got a number of calls about this article, we exchanged email about the process. While we can only reliably count FAA registrations and these numbers may not precisely match a seller's data, Tecnam USA observed, "FAA registers us in different ways. Sometimes just Tecnam, sometimes Costruzioni Aeronautiche Tecnam, and sometimes Tecnam SRL C.A. So that might be why not all the Tecnams sold were included." Their sales records show the following 17 SLSA were sold in 2016: 7 Astore models, 8 P2008s, and 2 P92s. Thanks to Tecnam for sharing this and again, we forwarded the numbers to Jan.

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A dozen years after FAA created aviation’s newest sector, we have a new leader among manufacturers of fully built Light-Sport Aircraft. CubCrafters has been moving upward with several years hitting 50 deliveries. In 2016 the west coast builder finally topped perennial leader Flight Design, which slipped to second place. The CT builder had occupied the #1 position since the beginning of Light-Sport Aircraft. Only four aircraft separate the two brands. Note: this article has been updated twice; see at end. —DJ In the single-year race, Czech Sport Aircraft won convincingly with almost double the next closest producer. The Czech builder performed well in 2015 but significantly increased last year. Congratulations to both companies. To explain further, our “whole fleet” market share chart — the one we have published going back to 2006 — keeps track of all Special LSA (SLSA) airplanes in the U.S. fleet. Regretfully, we are unable to properly account for weight shift trikes, powered parachutes, gyroplanes, or motorgliders because the database is too variable.

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USA Steadily Gained Light-Sport Aircraft Manufacturer Share

By Dan Johnson || April 29, 2017 2 Comments

April 2017 logged 12 years of Light-Sport Aircraft. The FAA regulation creating the category was introduced in 2004 but it was at Sun 'n Fun 2005 that the agency presented Evektor SportStar and the Flight Design CT the first and second Special Airworthiness certificates.

European producers dominated the early days of LSA as they were already producing ready-to-fly aircraft under rules in those countries. American companies most made kits but came up to speed quickly after the SP/LSA regulation was introduced.

My friend and LAMA associate, Jan Fridrich, gave a presentation at Aero 2017 showing many graphs that examine this new airplane sector and how it has developed over the last decade. This article looks at a portion of his analysis.

In those dozen years, the market has developed interestingly.

In the first vigorous years of growth — filling pent-up demand for a two-seat aircraft pilots could fly without a medical — European light aircraft producers dominated the market (chart). Jan's home country, the Czech Republic, was one of the most prolific, in the early days leading all other countries. Czech designs remain a key player but the field has shifted.

Manufacturers in the USA have significantly caught up with Europe.

Van's Aircraft, the leading kit producer, joined the LSA party first with kit aircraft after first proving the design met the standard by building one Special LSA. Subsequently, they added a fully-built model of their RV-12 in an allowed partnership with another builder. CubCrafters arrived on the scene later and for a few recent years lead all other builders in annual production. (I'll post a full 2016 market share report in a couple days.)

In addition to the two above, American producers included companies such as American Legend, Rans, Progressive Aerodyne (Searey), Just Aircraft, Arion, Kitfox, Glasair, North Wing, SilverLight, Quicksilver, and CGS Aviation. For a few years, Cessna looked to be a major player though they subsequently (literally) scrapped the effort. Another American name, Icon, also burst on the scene with the best marketing in the industry and amassing a large number of deposits.

Beyond airframes, American companies have succeeded in avionics, engines, and other gear: Dynon, Garmin, TruTrak, Continental Motors, Sensenich, Guardian, Levil, and others.

In a field a vibrant and innovative as Light-Sport Aircraft, you can expect more development and, it turns out, this can help all of aviation.

The 80/20 rule applies to Special LSA production as it does in so many other places. Note that this graphic refers only to three-axis airplanes as that FAA database info is reliable. Alternative aircraft such as weight shift trikes or powered parachutes may account for 25% more aircraft in the SLSA fleet.

Indeed, what these charts do not show you is how LSA have affected — and benefitted — the general aviation sector. Let me count some ways.

At Aero and around the USA, general aviation proponents are celebrating the rewrite of regulatory standard Part 23 that, in many pages, lists the requirements to win approval of a "certified" aircraft. The rewritten rules will rely on ASTM industry consensus standards that aim to ease the effort and greatly reduce the cost of certifying an airplane. This new standard relied heavily on the LSA experience and might never have happened had not LSA paved the way.

The new BasicMed rules that allow a pilot to fly a GA aircraft without a medical came about significantly because of the good results of Sport Pilots — or pilots exercising the privileges of Sport Pilot using their higher certificate but without a fresh medical.

In these and other ways, Sport Pilot and Light-Sport Aircraft maintain clear advantages — lower cost, less regulatory burden, the most modern equipment, higher fun-factor — over general aviation. SP/LSA is not going away and one way to be assured of this is the global phenomenon of LSA acceptance in a growing number of countries. Indeed, 2014 statistics show LSA out-delivered GA single engine piston aircraft by more than three to one.

These facts are a good reason to celebrate and continue support Light-Sport Aircraft.

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April 2017 logged 12 years of Light-Sport Aircraft. The FAA regulation creating the category was introduced in 2004 but it was at Sun ‘n Fun 2005 that the agency presented Evektor SportStar and the Flight Design CT the first and second Special Airworthiness certificates. My friend and LAMA associate, Jan Fridrich, gave a presentation at Aero 2017 showing many graphs that examine this new airplane sector and how it has developed over the last decade. This article looks at a portion of his analysis. In those dozen years, the market has developed interestingly. In the first vigorous years of growth — filling pent-up demand for a two-seat aircraft pilots could fly without a medical — European light aircraft producers dominated the market (chart). Jan’s home country, the Czech Republic, was one of the most prolific, in the early days leading all other countries. Czech designs remain a key player but the field has shifted.

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Google’s Larry Page Building an Ultralight? Yes!

By Dan Johnson || April 27, 2017 2 Comments

Mainstream media outfits exploded with news of Google's flying car. Although such news outlets rarely seem to notice recreational aviation other than when an accident occurs, the reports I read did a respectable job of covering flying car projects we already knew about (reported here and here earlier; some projects have advanced, some have dropped out, and others have arrived).

One glance at the images tells you this is no "flying car," as no car is involved. More accurately, Kitty Hawk's Flyer is an ultralight vehicle in the water thrill craft or all-terrain vehicle category … making it sort of one of "ours," if I'm permitted to stretch the possessive.

Funded by Google founder, Larry Page — an uber rich tech personality — Kitty Hawk is not simply an exploratory project. They actually plan to sell this cool little rig. Flyer is an open-seated, 220-pound empty weight octocopter with seat (saddle?) for one person. Powered by eight battery-powered propellers, it is a man-carrying drone for sport flying.

Like it or not, airplane building is becoming more an information technology. Wings, props, and stability still must follow the laws of physics but these alternative aircraft, these "copter aircraft" don't look like the ones recreational or sport pilots fly today. They don't operate the same either.

In early test flights, aerospace engineer, Cameron Robertson, worked two joystick-like controls to pilot Kitty Hawk above Clear Lake. His initial flight rose only 15 feet above the water, circled over the lake not far from from shore, and landed after about five minutes on a floating landing pad at the end of a dock (video below).

Pal-V is a gyroplane concept flying vehicle.

The Kitty Hawk company wants to be one of the first on the market and plans to start selling its vehicle by the end of the year …yes, this year (2017). However, they caution, "The go-to-market Flyer will have a different design than the prototype Flyer that appears in our April 2017 photos and videos."

One unusual response from the company. You might not even think to ask, but can Flyer be flown over land? "No. The Flyer is designed to be flown over fresh water," they said.

Kitty Hawk Flyer is one of several prototypes the Mountain View, California company is developing. They hope to appeal to enthusiasts and hobbyists willing to pay $100 for a three-year "membership" with several benefits including a $2,000 discount on the retail price of a Flyer.

Samson's Switchblade brings conventional wings inside the vehicle.

Readers of this website recognize that, given its specs (such as we know at this time), Kitty Hawk's Flyer can operate under FAR 103 and the company acknowledges use of this regulation. As with all Part 103 vehicles, no pilot license, no medical, no registration, and no N-numbers are needed. It can be sold ready-to-fly. You must steer clear of controlled airspace without ATC permission, avoid congesteded areas and a few other things, but the entire 103 regulation can be printed on the front and back of a single sheet of paper.

Thanks, Mike Sacrey (and several FAA associates), for writing Part 103 back in 1982. No one then could predict a company called Google or an aircraft called an octocopter but both are here and the list below shows we're going to see more flying cars or "copter aircraft."

Recommended — A website I often visit, unrelated to aviation, had some good words to say but also a collection of 10 short videos about flying car/weird flying machine projects. I recommend you check this article out at least for the videos. If you can't wait, following is a very short clip of Kitty Hawk flying.

Flying Car Developers

More than a dozen companies — several of which have been covered on this website — are presently in development, including:

AeroMobil
Airbus Group
EHang
Haynes Aero
Joby Aviation
Kitty Hawk
Lilium
Moller International
PAL-V
Sky Runner (was Parajet)
Samson Motorworks
Terrafugia
Uber
Volocopter
Xplorair

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Mainstream media outfits exploded with news of Google’s flying car. Although such news outlets rarely seem to notice recreational aviation other than when an accident occurs, the reports I read did a respectable job of covering flying car projects we already knew about (reported here and here earlier; some projects have advanced, some have dropped out, and others have arrived). One glance at the images tells you this is no “flying car,” as no car is involved. More accurately, Kitty Hawk’s Flyer is an ultralight vehicle in the water thrill craft or all-terrain vehicle category … making it sort of one of “ours,” if I’m permitted to stretch the possessive. Funded by Google founder, Larry Page — an uber rich tech personality — Kitty Hawk is not simply an exploratory project. They actually plan to sell this cool little rig. Flyer is an open-seated, 220-pound empty weight octocopter with seat (saddle?) for one person.

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Vessel of South Korea and Flight Design Offer KLA-100

By Dan Johnson || April 25, 2017 2 Comments

Recently, Vessel Co., Ltd., and Flight Design made a joint announcement after debuting their new KLA-100 low-wing, light aircraft at Aero Friedrichshafen 2017. Few expected this from the make of the very popular CT-series most recently including the CTLSi. Through 2016, this has been the most popular Special LSA in America.

First flights of the new KLA-100 took place just before Aero Friedrichshafen 2017 started.

The companies' KLA-100 development program started quietly two years ago.

“The first flight was performed in Sumperk, Czech Republic in late March 2017 with test pilot Richard Ponizil at the controls. Since that time the plane has made seven more flights and met all expectations,” said Flight Design COO, Daniel Gunther.

KLA-100 is a brand new design destined to be certified as a Light Sport Aircraft for sale in countries that accept ASTM-compliant aircraft, with plans to meet the European EASA's CS-LSA regulation. The companies think this will allow access to virtually every major aviation market in the world.

“The program is a collaboration, between Vessel of South Korea and Flight Design,” stated Matthias Betsch, CEO of Flight Design GmbH. “Our engineering staff has worked closely with the Vessel Engineers to develop the KLA-100 and they will work together to certify the plane in Europe and South Korea.”

“Vessel CEO was present for the ground testing and first flight of the KLA-100,” said Mr. Kiman Seo, CEO of Vessel Co., Ltd. “Vessel is running a parallel development and flight test program in South Korea to gather as much experience for certification in Korea.”

KLA-100 wing is a modern aeronautical design using Flight Design's extensive experience at designing and building Light-Sport Aircraft or European microlights. A high aspect ratio wing planform is used to reduce drag and increase climb, a new proprietary airfoil has an improved coefficient of lift and reduced drag through a greater percentage of laminar flow. The Stall-Safe drooped leading edge (see cuff in photos) is designed to keep the airflow attached at the tips, promote post-stall aileron control and resist spins.

KLA-100 Features

Long-span slotted flaps feature another proprietary airfoil developed in South Korea to slow the KLA-100 for low landing speeds and gentle stalls. The companies reported that wide chord ailerons allowed precise control and minimal adverse yaw. The blended winglets round out the wing tips and reduce drag, increase climb and give the KLA-100 a distinctive ramp presence.

KLA-100 is powered by 100 horsepower (74 KW) from a fuel injected Rotax 912iS. The panel holds a Garmin G3X avionics suite combined with a Garmin GTN-650 MFD, Garmin GTX-335 Mode ES ADS-B out transponder, and optional Garmin two axis autopilot. A Stratos Magnum 601 advanced AEPS rescue system is integrated into the airframe.

Flight Design and the Vessel employed modern construction techniques. The cockpit’s carbon-aramid composite safety cell helps to protect the occupants. The engine mount and carbon fuselage attach points reduce the possibility of engine intrusion into the occupant's safety cell. For more details, see this earlier article.

For more information visit Flight Design or Vessel.

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Recently, Vessel Co., Ltd., and Flight Design made a joint announcement after debuting their new KLA-100 low-wing, light aircraft at Aero Friedrichshafen 2017. Few expected this from the make of the very popular CT-series most recently including the CTLSi. Through 2016, this has been the most popular Special LSA in America. The companies’ KLA-100 development program started quietly two years ago. “The first flight was performed in Sumperk, Czech Republic in late March 2017 with test pilot Richard Ponizil at the controls. Since that time the plane has made seven more flights and met all expectations,” said Flight Design COO, Daniel Gunther. KLA-100 is a brand new design destined to be certified as a Light Sport Aircraft for sale in countries that accept ASTM-compliant aircraft, with plans to meet the European EASA’s CS-LSA regulation. The companies think this will allow access to virtually every major aviation market in the world.

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Remos Light-Sport Aircraft Has a New Owner: Stemme

By Dan Johnson || April 22, 2017 Leave a Comment

On April 13, 2017, only briefly after the Aero Friedrichshafen show ended, LSA manufacturer Remos has a major announcement. "Remos has a New Owner," exclaimed the German company on their website home page.

Stemme and Remos decided to work together more closely. "The only logical step was to merge both companies. Stemme AG ist the new owner of Remos AG. Remos now is a 100% subsidiary of Stemme," said Stemme CEO Paul Masschelein. Stemme's facility in Strausberg and the Remos facility in Pasewalk will continue to operate.

To reassure customers old and new, Masschelein added, “The Remos GX is a major part of our plans for the future.”

Both companies are referring to the move as a "merger." This transaction follows a cooperation beginning in 2014 when Remos AG began producing structural composite parts for Stemme.

"The agreement has been unanimously approved by both companies’ supervisory boards," they reported. Each brand will continue to market their existing products under the current brand names but the new organization will operate under the name Stemme AG.

While manufacturing plants in Pasewalk and Strausberg will remain operational, they plan to increase production capacity at the Remos facility in Pasewalk in order to meet the growing demand especially for Stemme and ECARYS aircraft. Production of Remos aircraft will remain in Pasewalk.

Stemme CEO Masschelein elaborated, “The idea of a merger just made sense in the perspective of the development of both companies. Both companies share a similar business philosophy, similar customer focus and equal quality focus. We expect Remos and Stemme customers to benefit from the new organisation and look forward to serving them for years to come."

Outgoing CEO of Remos AG, Hanns-Friedrich Begemann, welcomed the merger "as a logical consequence of the successful existing cooperation and development of the respective markets."

Founded in 1984 by an engineer and passionate glider pilot named Dr. Reiner Stemme, the then-Berlin-based company sought to create an aircraft capable of long-distance soaring flights that could be launched independent of tow systems, in other words a motorglider, but one at the top of the category.

Stemme AG is an aircraft design, manufacturing, and maintenance company located in Strausberg, Germany. Products include S12 and S10 to private customers, and the Ecarys ES15 utility aircraft to professional customers. Stemme markets and sells its aircraft worldwide. Stemme USA services North America. More than 250 aircraft have been sold worldwide and more than 30 are on order.

Better known to readers of this website, Remos AG manufactures European ultralight aircraft plus Light-Sport Aircraft. More than 450 Remos aircraft have been sold around the world; about 120 of those in the USA.

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On April 13, 2017, only briefly after the Aero Friedrichshafen show ended, LSA manufacturer Remos has a major announcement. “Remos has a New Owner,” exclaimed the German company on their website home page. Stemme and Remos decided to work together more closely. “The only logical step was to merge both companies. Stemme AG ist the new owner of Remos AG. Remos now is a 100% subsidiary of Stemme,” said Stemme CEO Paul Masschelein. Stemme’s facility in Strausberg and the Remos facility in Pasewalk will continue to operate. To reassure customers old and new, Masschelein added, “The Remos GX is a major part of our plans for the future.” Both companies are referring to the move as a “merger.” This transaction follows a cooperation beginning in 2014 when Remos AG began producing structural composite parts for Stemme. “The agreement has been unanimously approved by both companies’ supervisory boards,” they reported.

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Swan Ultralight Goes Both Ways: Electric & Gas

By Dan Johnson || April 21, 2017 4 Comments

Swan (green) is seen with a clean electric motor installation at Aero 2017. The white one from an earlier Aero has a gasoline engine. Puppies are optional.

As Aero contributor and Powered Sport Flying publisher Roy Beisswenger and I frequently discuss, the most likely place for electric propulsion to work today is in ultralights. This is because in very light aircraft with more local flying missions, battery weights for a modest period of flying (30-60 minutes) is already achievable in the very lightest of powered aircraft. We have been discussing this with FAA for more than three years.

I was especially interested to see that Swan had a electric motor installation at Aero 2017 and it appeared as clean as their other aircraft displays have been.

SWAN is a single-seater ultralight aircraft created and manufactured by Modern Wings. Swan is made of light composite materials that allow it a refined and smooth shape compared to older ultralight entries. The company, lead by Radu Berceanu, was formed in 2007 "with the goal of producing high quality ultralight aircraft at low costs."

Radu and Modern Wings offer several varieties of Swan. One is a version with 115 kilogram (253 pound) empty weight which meets the requirements of the USA Part 103 regulation and those of Great Britain's sub-microlight SSDR regulation.

Another version with 120 kg empty weight meets the requirements of Germany's regulation.

"We ruled out all configurations that can be problematical for an inexperienced pilot," said Radu, to include a pusher engine and a tailwheel landing gear model.

Swan 120 — when a gasoline-powered aircraft — is a high-wing ultralight that weighs 240 pounds empty when equipped with a Polini 250 engine (the sort often used on larger powered paraglider).

The Romanian company displayed a standard Polini-equipped aircraft at Aero 2017, but also had a Geiger-equipped alternative. This was still as a prototype, Roy clarified.

"The installation of the electric motor was very clean, with the boom-mounted powerplant located right where the typical gasser engine would be," observed Roy. "The battery installation on this one is better than on some designs, which pack the batteries into the existing engine compartment." Instead, batteries for Swan were mounted under the passenger seat, which no doubt improves the center of gravity and stability of the aircraft. It would also seem safer in the event of a poor landing or other mishap.

"Swan was just one example of electric power being offered, or soon to be offered right next to gasoline-powered aircraft at Aero 2017," concluded Roy. Learn more about Swan at Modern Wings. To have direct contact, email Andrei Berceanu.

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In my views of Swan at previous Aero Friedrichshafen shows, the design caught my eye as it was (a) a single seater, (b) light enough to qualify as a Part 103 ultralight or its European equivalents, and (c) as it was an all-composite, nicely designed aircraft. Commonly, Part 103-capable designs are much more basic to remain within the tight limits. This statement also applies to the German 120-kilogram category or to Britain’s Single Seat DeRegulated (SSDR) description. As Aero contributor and Powered Sport Flying publisher Roy Beisswenger and I frequently discuss, the most likely place for electric propulsion to work today is in ultralights. This is because in very light aircraft with more local flying missions, battery weights for a modest period of flying (30-60 minutes) is already achievable in the very lightest of powered aircraft. We have been discussing this with FAA for more than three years.

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Here Comes FX 1 Light Aircraft from Italy

By Dan Johnson || April 18, 2017 2 Comments

In the late 1990s, the Italian JetFox 97 flew as an evolved ultralight. Resembling the FlightStar that sold around 1,000 units in all configurations, JetFox differed by enclosing the engine and cabin. Instead of a simple tail boom the European ultralight had an aft fuselage among other refinements. As Light-Sport erupted into the marketplace, JetFox appeared to slip away. However, good ideas can be recycled and revived. Such appears to be the case for FX 1.

John Hunter has extensive experience with Drifter, AirCam, and several Aeroprakt models. Recently, he has been in Italy visiting Innovaviation to conduct the first test flights.

Created by JetFox designer, Alfredo Di Cesare, FX 1 is a modern aircraft cabin and fuselage structure made primarily of light weight carbon-graphite composite with wings and tail built from aluminum. Under the shapely skin is a cage of welded chromoly steel that provides robust occupant protection.

Alfredo wrote, "FX 1 is a fourth-generation sport plane [that] evolved from successful European designs of the last three decades." Using computer-aided design FX 1 "has been carefully engineered to optimize all aspects of a proven configuration."

Additional details including many more photos plus design considerations can be found on Innovaviation's website.

Flying FX 1

John Hunter wrote, "My first impression on flying the FX1 production prototype was that it has a remarkably solid feel, indicative of the rigidity of the airframe." His report continues…

"The aircraft is stable, yet responsive. It does not display control sensitivity in any axis, yet control response is very positive. It can easily be flown with neutral trim throughout it's speed range, including all three stages of flap deployment (15º, 30º, and 45º).

"In flight it does not exhibit significant changes pitch with the application or retraction of power, and controls do not become heavy from changes in configuration or speed. Stall behavior is "tame" and predictable, exhibiting a mild break, shallow pitching and a quick recovery.

"Seating is comfortable, and adjustable fore and aft. The optional side-stick control system works well, and I found the aircraft easy to fly from either seat (left seat requires left-hand control, with right-hand for the right seat). The standard control will be conventional dual joy-sticks, centrally mounted. A vernier throttle is installed at the center of the panel. Control for the hydraulic brakes is a manual lever mounted forward between the seats, and includes a parking brake valve. Turn radius is adequate for ramp maneuvers.

"The first flap position (15º) is recommended for takeoff. On turf, the nose gear can be rotated in 5 seconds, and liftoff occurs 8 seconds from standstill, with winds calm and a takeoff weight of 950 pounds (solo flight with 50% fuel). Takeoff roll is approximately 320 feet. Standard day rate of climb at 80 mph is 1,050 feet per minute.

"On landing, the first flap position is recommended on downwind, second on crosswind (30º), and third on final (45º, full flaps). The fowler flaps are effective, and necessary for short field operations. The aircraft exhibits low drag, and speed control is imperative for short runways. The aircraft flares well, and is easy to land. When I asked for speeds, John noted he used 75 mph on downwind, 60 on base leg, and 55 over the fence after full flaps (45º) were deployed.

"The cabin is comfortable, relatively quiet, and visibility is excellent. The FX1 has a high-quality feel, and is a pleasure to fly."

FX1 Performance Specifications

Normal Cruise: 125 mph at 5,000 rpm
Max Speed at Max Continuous Power (5,500 rpm): 133 mph
Nose Wheel Liftoff: 30 mph
Rotation: 40 mph
Best Angle of Climb: 70 mph
Best Rate of Climb: 85 mph
Best Glide: 80 mph
Stall (clean): 53 mph
Stall (best flaps): 40 mph
Max Flaps Extended: 80 mph
Glide Ratio: 11:1

FX 1 Dimensions & Details

Cabin Width: 49 inches
Wingspan: 25 feet 7 inches
Wing Area: 122.7 square feet
Empty Weight: 728 pounds
Gross Weight: 1.320 pounds
Useful Load: 592 pounds
Calculated Payload (at full fuel): 407 pounds
Fuel Capacity: 30.9 U.S. gallons

FX 1 was designed to conform to American regulations. John's goal has been to establish production of the FX 1 in the United States, both for the domestic market and for export. "I have been working with Innovaviation over the past two years towards that end, and having just flown the plane, we are definitely on the right track," John expressed.

When Fx 1 makes landfall in the USA, we will look toward a video interview with John and perhaps a fuller flight report. If interested to keep up with John Hunter's effort to import FX 1, call (207) 271-3040.

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In the late 1990s, the Italian JetFox 97 flew as an evolved ultralight. Resembling the FlightStar that sold around 1,000 units in all configurations, JetFox differed by enclosing the engine and cabin. Instead of a simple tail boom the European ultralight had an aft fuselage among other refinements. As Light-Sport erupted into the marketplace, JetFox appeared to slip away. However, good ideas can be recycled and revived. Such appears to be the case for FX 1. John Hunter has extensive experience with Drifter, AirCam, and several Aeroprakt models. Recently, he has been in Italy visiting Innovaviation to conduct the first test flights. Created by JetFox designer, Alfredo Di Cesare, FX 1 is a modern aircraft cabin and fuselage structure made primarily of light weight carbon-graphite composite with wings and tail built from aluminum. Under the shapely skin is a cage of welded chromoly steel that provides robust occupant protection. Alfredo wrote, “FX 1 is a fourth-generation sport plane [that] evolved from successful European designs of the last three decades.” Using computer-aided design FX 1 “has been carefully engineered to optimize all aspects of a proven configuration.” Additional details including many more photos plus design considerations can be found on Innovaviation’s website.

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Electric Propulsion Innovations at Aero 2017

By Roy Beisswenger || April 16, 2017 Leave a Comment

Electric aircraft may still have minuscule market share but innovations could change that in the near future. As Aero correspondent, Roy Beisswenger wrote, "This is a rapidly changing technology with both motors and applications showing up all over Aero Friedrichshafen." This year Aero management concentrated them in one of the big halls where small startups to the heavyweights were located. Thanks to Roy for several reports from Aero, of which this is one. —DJ

Geiger Engineering electric motors, components, and even props are offered.

Many of the exhibited motors are for very light applications such as light-weight shift control trikes or gliders but motors are becoming more powerful. With an increase in power, new technical problems need to become overcome. For example, the larger the power capability of the motor, the more cooling is required for the motor. Smaller motors are mostly air-cooled, but some of the medium and larger motors require liquid cooling. This doesn’t mean that the motors have radiators, but liquid is built into the motor to help wick heat away from hot spots that are created when electricity is converted to mechanical power.

Essentially we find three components to electrical power systems: (1) the motor itself, (2) batteries, and (3) a controller. The controller makes sure that the proper amount of electricity is delivered to the motor. Most of the electric motor developers are also developing controllers for their motors since the two work with each other so closely.

Some companies, such as the German company Geiger, are offering complete systems from batteries to motor, and sometimes even propellers.

A smaller German company, Qinetix, has integrated the controller with the motor, easing the task of airframe makers.

Another German company, Qinetix, is not only developing a motor and controller but is placing the controller inside the case along with the engine. It means that aircraft builders only have to mount the motor and run power leads to it. The QPD-40 is an integrated system that is actually designed to be an electric replacement for the now-discontinued but once very popular Rotax 503 two-stroke engine. The designer explained that he had a trike with that engine and wanted the replacement for himself. He figured others would want it, too. The motor is still being tested and should be available later this year.

Specifications:
Power – 40KW (53 hp)
Weight – 12 Kg (26 lbs)
RPM – 1800
Torque – 212 Nm
Voltage – 60 Volt
Current – 680 Amp
Power Density – 3.2 KW/kg

Of course it takes a while for prototype motors to make their way onto production aircraft. A walk around the displays reveals that the motors from Geiger Engineering are finding a good reception from airplane manufacturers or experimenters. Geiger is currently producing five motors ranging from 12KW to 50KW (16 to 68 horsepower) making them popular for a variety of airframers. Even more appealing is that Geiger is one of the companies offering complete systems from battery packs designed for aviation all the way through propellers.

To Roy's report I add my own observation: As government agencies around the globe ponder how they wish to regulate electric propulsion — often prohibited by existing regulation, as in the USA — these devices are changing fast enough to make it challenging for authorities. From automobiles to airplanes, rule writers are lagging the development but they may catch up before these motors hit the market in volume. Batteries are improving at a slower pace but may be one major breakthrough away from going mainstream. After that, electric cars and airplanes may give combustion engines a real run for their money. —DJ

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Electric aircraft may still have minuscule market share but innovations could change that in the near future. As Aero correspondent, Roy Beisswenger wrote, “This is a rapidly changing technology with both motors and applications showing up all over Aero Friedrichshafen.” This year Aero management concentrated them in one of the big halls where small startups to the heavyweights were located. Thanks to Roy for several reports from Aero, of which this is one. —DJ Many of the exhibited motors are for very light applications such as light-weight shift control trikes or gliders but motors are becoming more powerful. With an increase in power, new technical problems need to become overcome. For example, the larger the power capability of the motor, the more cooling is required for the motor. Smaller motors are mostly air-cooled, but some of the medium and larger motors require liquid cooling. This doesn’t mean that the motors have radiators, but liquid is built into the motor to help wick heat away from hot spots that are created when electricity is converted to mechanical power.

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Searey Kit Aircraft Gets More Push… Simply!

By Dan Johnson || April 13, 2017 Leave a Comment

Could Light-Sport Aircraft, light kit aircraft, and even ultralights benefit from in-flight adjustable propellers? After more testing and data collection answering that question should be easier.

Prominently displayed in front of the Rotax Aircraft Engines exhibit at Sun 'n Fun — right at the main entrance to the large spring show — was a strikingly-painted Searey kit-built aircraft (photo). Why? The mission was to showcase how a Rotax-powered amphibian aircraft can get more push… without complexity.

Named Searey ATD, Advanced Technology Demonstrator, the collaborators include Progressive Aerodyne, producer of the Searey, Rotax Aircraft Engines, and MT Propeller, all coordinated by key developer, RS Aerotech of Nassau, Bahamas.

A joint news release said, "For the first time in the Light-Sport Aircraft category*, Searey ATD offers a single-lever operated constant speed propeller, which significantly improves performance and dramatically reduces power management complexity for the pilot."

Searey ATD "will be used for long-time testing of new engines, propellers, and electronic systems." To serve this goal, Searey ATD has been equipped with a state-of-the-art flight data acquisition and reporting system, which combines engine data with aircraft and navigation data." Called a "first time" accomplishment, Searey ATD can "automatically transmit its engine and aircraft data via LTE networks worldwide." The data "will be used by Rotax to perform engine health monitoring" similar to what airlines do globally.

Progressive Aerodyne owner Adam Yank poses beside his Searey Elite at Sun 'n Fun. His company could benefit from the work achieved by RS Aerotech.

In simpler language, such data reporting could allow Rotax to alert you that your engine is developing a problem so you can seek a remedy.

RS Aerotech is coordinating flight test activities using the Searey ATD, which operates the aircraft from its home field. RS provides flight test plans, data reduction and analysis.

The Searey ATD seen at Sun 'n Fun had a Rotax 912iS fuel-injected engine that is festooned with sensors. It swings a MTV-34 prop controlled by a MT-853-12 prop governor. Joining the 912iS's Engine Management Unit helps RS Aerotech output the data so desired for testing and later evaluation by the collaborators and by FAA.

RS Aerotech said the 912iS will be replaced with the new 915iS "immediately after Sun 'n Fun." Rotax's new 135-horsepower engine made a few appearances at Aero in Germany last week and is presently undergoing testing by airframe manufacturers and others.

Alert readers will recognize that in-flight adjustable props are not permitted on Light-Sport Aircraft according to U.S. LSA regulations. However, further opportunities may exist. For example, after some effort by persistent vendors, motorglider LSA were finally allowed to have full-feathering props to aid their engine-off glide ratio. They achieved this by having simple, fail-safe systems that asked little of the pilot, adhering to the spirit of the SP/LSA regulation. Therefore it is within the realm of possibility that an in-flight adjustable prop could be allowed on Special LSA — perhaps via exemption — if discussions with FAA on the matter prove fruitful. No official request has been made at this time, but LAMA promised to at least introduce the idea during its regular meetings with FAA. Why would the agency agree?

Searey Elite features a modern glass instrument panel. The SLSA model might one day offer an adjustable pitch prop; experimental models could offer it even sooner, if builder/customers wish.

Constant speed props in certified GA aircraft are complex, indeed, it is part of the official language. "Complex" implies retractable landing gear and constant speed props. Each demands more of the pilot, however, such equipment is being obsoleted by newer technology.

In our present age of computer controls — like those on a Rotax 912iS or 915iS — it is possible to have a much simpler system that reduced pilot workload. In fact, it already exists.

Cirrus uses single-lever control on their certified SR-series. That system employs FADEC, or Full Authority Digital Engine Control. One person said, "FADEC is more aware than the average human pilot of the optimum power settings for the engine; it will do a much better job than the human pilot." Somewhat similarly a Rotax 912iS offers Lane A and B system that the pilot checks before takeoff. I've long thought those were unnecessary. By the time I do my Lane A/B checks, the on-engine computer has already done the check hundreds, perhaps thousands of times. It seems to me to be a holdover from the days of doing magneto checks.

Close up of the RS Aerotech project using a single-lever control coupled to a MT Prop. Photo courtesy of Rotax News

While RS Aerotech uses their Searey ATD to collect valuable data, organizations like LAMA can approach authorities with a suggestion to study this idea.

The truth is that an automatically adjusted prop could make a LSA or light kit aircraft perform significantly better without adding complexity. You could have takeoff pitch to get you off the water or out of a short airstrip faster yet also have higher-speed cruise at reduced power settings. Those seem worthy goals.

* Searey ATD is not a Light-Sport Aircraft. It is similar, but not so certificated. In-flight adjustable propellers are not presently allowed on LSA by regulation, which specifies fixed pitch props. They can be ground adjusted but not in-flight adjusted, an attempt to make LSA follow FAA's original mantra, which was "simple aircraft operating in simple airspace."

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Could Light-Sport Aircraft, light kit aircraft, and even ultralights benefit from in-flight adjustable propellers? After more testing and data collection answering that question should be easier. Prominently displayed in front of the Rotax Aircraft Engines exhibit at Sun ‘n Fun — right at the main entrance to the large spring show — was a strikingly-painted Searey kit-built aircraft (photo). Why? The mission was to showcase how a Rotax-powered amphibian aircraft can get more push… without complexity. Named Searey ATD, Advanced Technology Demonstrator, the collaborators include Progressive Aerodyne, producer of the Searey, Rotax Aircraft Engines, and MT Propeller, all coordinated by key developer, RS Aerotech of Nassau, Bahamas. A joint news release said, “For the first time in the Light-Sport Aircraft category*, Searey ATD offers a single-lever operated constant speed propeller, which significantly improves performance and dramatically reduces power management complexity for the pilot.” Searey ATD “will be used for long-time testing of new engines, propellers, and electronic systems.” To serve this goal, Searey ATD has been equipped with a state-of-the-art flight data acquisition and reporting system, which combines engine data with aircraft and navigation data.” Called a “first time” accomplishment, Searey ATD can “automatically transmit its engine and aircraft data via LTE networks worldwide.” The data “will be used by Rotax to perform engine health monitoring” similar to what airlines do globally.

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25th Aero Friedrichshafen Enjoys Record Participation

By Dan Johnson || April 11, 2017 Leave a Comment

On Wednesday, April 5, the Global Show for General Aviation started for the 25th time. The 2017 edition opened with a record participation of 707 exhibitors from 39 countries, some 100 more than in 2016, presenting the best results in its history. Not only did more vendors attend this benchmark Aero, even the number of visitors numbers increased on first three days by six percent.

With Sun 'n Fun also reporting record numbers, the health of lighter aviation appears strong and vibrant.

On a closing day Aero project manager Roland Bosch was the happiest man on earth. He told me that Aero 2017 set a double record: 34,200 trade visitors (2016: 30,800 —2015: 33,900) and the highest number of exhibitors adding: "Good flight weather, a great anniversary party, satisfied exhibitors, and above all, a visitor and exhibitor record."

The fair-chief, CEO Klaus Wellmann said: "It is now clear that our Aero is the most important business meeting for the aviation industry in Europe boasting many premieres." As is often the case with this event, many novel aircraft were presented.

The largest general aviation exhibition in Europe offers everything that flies from gliders to business jets, but the seven massive exhibition halls (each the size of a basketball gymnasium) regularly offer a huge presence of European ultralight or microlight aircraft. These are comparable to American Light-Sport Aircraft. Fixed wings, gyroplanes, weight shift, electric power, gasoline power, diesel power, and so much more fill the halls to capacity.

On day prior the start, on Tuesday, and on a closing day, on Saturday several aircraft with electric propulsion systems flew their rounds silently in the sky over the fairgrounds (photos).

In the days ahead, we will offer lots more information about Aero and Sun 'n Fun 2017, two events that both set records and had the interesting aircraft to prove it.

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The German aviation trade fair or show is Aero Friedrichshafen. This year the event at the very southern edge of Germany celebrated its 25th birthday. Over the years, Aero has emerged as the premiere aviation event in Europe, at least for airplanes that ordinary people can afford. Good friend and highly accomplished journalist, Marino Boric, submitted a lengthy report on the event, which we will break up into more bite-sized pieces. Here is Marino’s overview. —DJ On Wednesday, April 5, the Global Show for General Aviation started for the 25th time. The 2017 edition opened with a record participation of 707 exhibitors from 39 countries, some 100 more than in 2016, presenting the best results in its history. Not only did more vendors attend this benchmark Aero, even the number of visitors numbers increased on first three days by six percent. With Sun ‘n Fun also reporting record numbers, the health of lighter aviation appears strong and vibrant.

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