Dave Loveman, Author at ByDanJohnson.com

US Flight Expo Wraps First Year Event in Arizona

By Dave Loveman || May 11, 2017 2 Comments (Edit)

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.

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.

Innovative Hybrid: Jet Power with Electric Motor

By Dave Loveman || June 16, 2015 Leave a Comment (Edit)

Read ProAirsport's GloW logic for self-launch compared to towing or gasoline engine assists.

all images provided by Dave Unwin

Some people, myself included, love soaring flight. As the following article from Dave Unwin explains, to use his words, "Soaring flight exercises a fascination that is both difficult to explain and hard to resist, sometimes called 'three-dimensional sailing.' Flying a heavier-than-air machine for several hours and hundreds of miles by using the atmosphere as the fuel possesses an undeniable attraction." As he further explained in a longer article, the downside is getting airborne for soaring flight. Various alternatives have been explored. Some were reasonable; others were too marginal to be enjoyed. In the following piece Dave tells about a new aircraft that might solve this problem, one that can fit England's innovative SSDR 300 (kilogram) category. —DJ Article UPDATE 6/17/15 — ProAirsport announced, "We have now released a priority price of 39,950 British pounds (about $63,000). More details can be found on our website." This is an excellent value for a motorglider. The company forecast their first delivery in February 2016. When I heard that ProAirsport was proposing a new type of self-launching SSDR sailplane, powered by a lightweight turbojet my initial reaction was one of skepticism. Having taken a cursory glance at the specifications and weights, I doubted that this thing would have enough thrust to even taxi to the far hedge, let alone fly over it! Then ProAirsport CEO Roger Hurley revealed that "project GloW" sitting in his computer was a hybrid, and that the wheels would be driven by a powerful electric motor. My skepticism turned to enthusiasm and I made an appointment to meet Roger at his shop. I inspected the fuselage plug and marveled at the small size of the jet engine. Created to meet the requirements of the new UK Single Seat Deregulated (SSDR) class and the U.S. Light-Sport category GloW has a max takeoff weight of 300 kilograms (660 pounds), empty weight of about 180 kilograms (396 pounds), and can achieve a full fuel payload of 205 pounds. GloW's fiberglass and carbon fiber fuselage carries the wing, engine, fuel tank, batteries, and the clever powered undercarriage. The shoulder-mounted wing gently sweeps at the tips with only a small amount of dihedral. Large airbrakes are fitted to the top surface of the wing. The Titan jet engine is fixed internally behind the cockpit and features an automatic open/close intake scoop. This very neat little turbojet is less 40 centimeters (16 inches) long and weighs an astonishing 3.7 kilograms (8 pounds), yet produces a creditable 88 pounds of thrust. This should be enough to produce reasonable climb rates at around 50 knots, while the 9-gallon fuel tank should last for several further climbs. As the Titan engine can burn a variety of fuels, from Jet A-1 and JP-4 to diesel, kerosene, and domestic fuel oil, it cannot only be readily refuelled from a variety of sources but is incredibly cheap! As it is expected that a take-off and climb to 3,000 feet will burn a bit more than two gallons of fuel, the cost of a relatively high go-where-you-want launch will still be less than the average winch launch and much less than an aerotow! In cruise, fuel flow is predicted to be much lower. The Titan is a standard commercial item which is used successfully in large R/C models and drones. Compared to a piston engine, turbines offer several advantages. They are light, compact and have only a few moving parts. Vibration levels are low, and they are very reliable. Starting the jet is very simple; select start, the airscoop opens, and it starts. Shutting it down is equally simple. However, while very small jets have been used on self-sustainers for some years, they simply don't have anywhere near the static thrust required to take off in a reasonable distance. This brings us to GloW's most unconventional aspect, the undercarriage, which consists of four wheels of three different sizes mounted along the fuselage centerline: a small steerable pneumatic nosewheel, a tiny solid urethane tailwheel, and dual retractable mainwheels. GloW sits upright with wings level. This is where GloW gets really interesting, as these wheels are driven by a powerful electric motor. Modern electric motors put out a lot of torque and this can produce incredible rates of acceleration (think: Tesla automobiles). A high-tech motor, controller. and LiFePO4 battery pack, and charging system coordinate to accelerate GloW up to take off speed. Here is the design's "secret sauce." For take-off, GloW can be wings-level taxied, even reversed into position before starting the jet and setting full power. Clever gearing of the wheels easily and quickly accelerates the aircraft to the safe speed above which it will fly and a smooth rotation eases the motorglider into the air so it can climb using the thrust of the jet. As the electric energy required for take-off is tapped only for a few seconds, the acceleration should be outstanding. The design certainly looked extremely professional. Roger has assembled an impressive team of pilots and engineers. Although the SSDR class is not regulated or subject to mandatory airworthiness approval, ProAirsport decided to follow ASTM standards. Prices have yet to be announced, but its clear from the design choices made and the manufacturing methods adopted that ProAirsport's objective could place it at the low end of the self-launch market. I came away from my visit to ProAirsport completely converted to the idea. Imagine owning a self-launching microlight sailplane, free from regulatory hassle and able to take off from any reasonable field or strip? It could open soaring flight for many pilots. Trade-offs exist, of course. By definition GloW is very light so although the projected best L/D is expected to be mid-30s, this will be achieved at relatively low speed. However, the same is true for the minimum sink, so GloW should climb very well indeed. A reliable engine and easy starting means I could use it to explore gentle wave systems, sea breeze fronts and shearlines, and also to investigate hills and ridges that simply aren't accessible by pure gliders.

Some people, myself included, love soaring flight. As the following article from Dave Unwin explains, to use his words, “Soaring flight exercises a fascination that is both difficult to explain and hard to resist, sometimes called ‘three-dimensional sailing.’ Flying a heavier-than-air machine for several hours and hundreds of miles by using the atmosphere as the fuel possesses an undeniable attraction.” As he further explained in a longer article, the downside is getting airborne for soaring flight. Various alternatives have been explored. Some were reasonable; others were too marginal to be enjoyed. In the following piece Dave tells about a new aircraft that might solve this problem, one that can fit England’s innovative SSDR 300 (kilogram) category. —DJ Article UPDATE 6/17/15 — ProAirsport announced, “We have now released a priority price of 39,950 British pounds (about $63,000). More details can be found on our website.” This is an excellent value for a motorglider.

Flying the Zigolo Motorglider … a Pilot Report

By Dave Loveman || March 9, 2014 Leave a Comment (Edit)

Zigolo's cockpit and construction are pure simplicity.

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

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

For many of us, the principal reason we fly is for fun. Not to go anywhere but up, or for no other reason than that the sky is always waiting, but never impatient. Unfortunately this very pure idea became subverted along the way, as the Cubs and Champs of our forefathers were replaced by the efficient but banal 150 and PA28. As the fun diminished the costs rose in proportion. One of the original ideas behind the whole LSA concept was affordability, but with some aircraft now priced up to $200,000 that particular principle seems to have been forgotten [though more modestly priced LSA do remain available]. Consequently, when Chip Erwin of Aeromarine LSA told me at the 2014 Sebring LSA Expo that he was bringing a new aircraft to market that required minimal assembly yet cost only $16,000 including the motor and a parachute rescue system you can bet I was interested. Called Zigolo and made in Italy, it is a super-lightweight motorglider designed to meet Single Seat De-Regulated (SSDR) rules. [See more SSDR examples.] It was the great Leonardo (da Vinci, not di Caprio) who observed that, "simplicity is the ultimate sophistication" — and this seemingly simple machine is indeed quite sophisticated. Looking rather like a 1950's Slingsby T.38 'Grasshopper' primary glider, it features a traditional tubular structure with the wings and tail surfaces covered with fabric. It is currently powered by a two-stroke single cylinder Vittorazi Moster 185 engine that produces 25 horsepower yet only weighs a very impressive 25 pounds, although Chip also told me that plans to produce an electric-powered version are well advanced. Lightweight and fun, the Zigolo is also extremely competitively priced. As previously mentioned, the Almost-Ready-To-Fly version (which — it is claimed — can be assembled in an afternoon) is $16,000. The classic kit is only $14,500, with a claimed build time of about 100 hours. I flew it the week following the show, becoming only the second Zigolo pilot in the US of A in the process. While having a quick poke round it at Aeromarine LSA's South Lakeland base before taking it up for a quick flip, I couldn't help but notice that some of the engineering and materials were perhaps not quite of the high standard I've come to expect from Chip, but in his defense his primary agenda had been to fly an aircraft into the show — and he did. Production kits will use AN bolts, and the other minor snags I noticed will be addressed. As you'd expect the instruments are an object display in minimalism, being a single LCD unit for rpm, CHT etc., plus a very simple ASI. Intriguingly the Zigolo is offered with a choice of whole aircraft recovery systems as standard — either a rocket-propelled BRS or the pneumatic Comelli system. The empty weight is 210 pounds and it's 18 feet long, with a wingspan of 36 feet 4 inches and a wing loading of 2.8 pounds per square foot. Zigolo stalls at 19 knots, cruises at 36 knots while burning 1.6 gallons per hour and has a Vne of 52 knots, while the minimum sink rate is 276 fpm and the best glide a claimed 11:1 Anyway, that's enough facts and figures — is this thing as much fun to fly as it looks? Absolutely! Having strapped it onto me (well, that's what it feels like) Chip gave the pull-start an energetic tug and the little motor burst into life. With Chip's parting words ringing in my ears — "no stalls, spins or high-speed stuff — we haven't had a chance to expand the envelope yet" — I resolved to keep everything right in the middle and just buzz around while getting a feel for the thing. As I'd expected, as you have three wheels, no brakes and a fixed tailwheel (a castoring unit is in design) the trickiest part is taxiing. It requires a certain boldness, as the only way to do a 180 is stick full forward, squeeze the trigger (to blip the engine), full rudder and deftly pirouette while blipping the engine to keep the tail up! Oh, did I mention the throttle? It's a trigger on the stick. [As Dave mentioned above, instrumentation is similarly basic, for one, using the elegantly simple Hall Windspeed Meter that never needs a battery or any maintenance. Very simple aircraft like Zigolo do not need fancy glass cockpits to operate as a motorglider — ideally going aloft for engine shut down to exploring soaring flight, an act that will be even easier with an electric motor in the works. However, adding Garmin's Aera touchscreen GPS might be useful as would be a variometer, another compact and efficient device to measure lift. Both are light, small, and battery-powered. —DJ] Once lined up I realized that there really isn't anything to either check, set or adjust, so simply squeeze the trigger and off I jolly well went. The acceleration is reasonably good, and got better once I lifted the tiny tailwheel off the ground. As it slid into the sky I immediately saw the attraction of this curious contraption. The forward field of view is exceptional, the aircraft feels surprisingly stable and it's just — well — fun! As I know this is the sole Zigolo in the country and it has only a few hours on it I content myself with buzzing up and down the runway for Jim Lawrence's camera and making lots of take offs and landings. It's a real hoot, and I'd love to fly the electric version on a gentle summer's evening and spend a lazy hour simply floating about as the last of the day's thermals waft out of a warm wood. One of my favorite maxims is "never fly over anything you can't glide clear of" — and having an electric motor would definitely be nice, as with a best L/D of only 11:1 Zigolo won't glide too far. Of course, all SSDRs have their limitations. Quite obviously, any wind much more than a gentle zephyr would make flying it most disagreeable. However, if you want a simple, affordable machine whose primary purpose is to simply allow people to experience the joy of flight then this could be just the thing. So can the Zigolo make sport flying truly affordable? I hope so. As the late but not overly lamented Spice Girls might have put it, I really, really, really want to zig-a-zig Zigolo!

Beetle Power in a Jaunty Jodel D9

By Dave Loveman || November 16, 2013 Leave a Comment (Edit)

Dave Unwin's new-old Jodel D9 all photos by Dan King

Visit Dave and see more of his work for ByDanJohnson.com here and here.

"It is a truth universally acknowledged that a pilot not in possession of a good fortune will be in want of a VW-powered aircraft." Well, I'm not entirely sure Jane Austen would've put it quite like that but one thing is irrefutable: If you want to fly an affordable aeroplane then it may well have a Beetle engine! And, here's a very interesting factoid: the most produced aero-engine ever is probably Lycoming's O-360, with around 250,000 made. However, Volkswagen made more than 21 million Beetle engines! An interesting facet about lightweight taildraggers such as the D9 is that they have to be 'flown' all the time, even on the ground. Consequently even while taxiing I'm very aware of the wind, because even with differential braking turning out of wind can be a bit tricky. Of course, such simple machines have very simple checks, and while running through my generic SEP checks (which take the form of an unwritten 'flow check' around the cockpit), I often get the feeling (and particularly if I've flown something a bit more complex the day before) that I've forgotten something. What about the flaps and fuel pump, or the prop lever and mixture control? I search for the relevant buttons, switches and levers in vain — none of these things exist. Apart from stick, rudder and trim, flight instruments and engine gauges, there's not much else to check and if plenty of wire is visible from the filler cap then you've got gas. As for engine health, as well as checking the mags and carb heat at high rpm, I always ensure that the engine will idle satisfactorily. Remember that the prop is both small and light, and the engine doesn't have a flywheel. If the tick-over is set too low and the engine starts to 'run down' the prop will not have enough momentum to keep it turning. As the strip where Buzz is based is adequately long but not excessively so, I tend to start bringing the power in as I line up, rather than lining up and then adding power. With only around 50 German-Brazilian horses pulling, the acceleration is far from startling. It is important to pick up the tail quickly, particularly if the grass is long as the tailwheel is small. Dragging it through long grass definitely impedes acceleration, while the design of the undercarriage means that all the time the tail is down there is a braking action. This is because the aircraft was originally designed without brakes, the designers instead relying on a combination of tailskid and the camber of the wheels for retardation. With the tail up the wheels track in parallel and offer little rolling resistance, but with the tail down the camber angle provides braking. Fortunately the elevator becomes effective quickly, as does the rudder. With the tail up acceleration is quite brisk and a little bit of rudder helps keep it straight because it will swing if you let it. Anyway, with even a bit of a breeze on the nose it soon reaches flying speed. Lift-off occurs at around 35 knots, and if I can see even the faintest indication of lift (usually thermals, but there's always the slight chance of weak wave, while the 'sea breeze' sometimes moves this far inland) then that's where I'll head. Bebé is an aircraft that flies upon the air not through it, consequently any sort of lift can be easily exploited. Indeed, a good thermal can boost the climb rate to as much as 1,500 fpm, while the tight turning radius makes it easy to say centered in the lift. Alternatively, with the power pulled back to give zero sink in still air that little engine drinks fuel like a spinster sipping Sherry! D9 is a lot of fun to fly and the handling is really sweet with controls that are nicely coordinated and crisp. Control harmony is also very good with light ailerons and a slightly heavier elevator, with the rudder being the heaviest, as it should be. The roll rate is reasonably quick and the turning circle impressively small. The ailerons do firm up considerably at higher speeds, but overall I find them most agreeable. The elevator is nicely weighted, while the all-flying rudder is powerful but not over sensitive. I've read that the rudder can be made to stall, but I've never managed to do it. It can only be trimmed in pitch, and if anything, it feels as if the tailplane could be fractionally bigger or the trim tab have a little more authority. This may be because the original D9 had a small 26-horsepower Poinsard engine, or it may be because I'm a bit of a 'chunky monkey' and really should lose some weight! An examination of the cruise speed reveals it is happiest at about 3,000 rpm, which gives 75 knot IAS. Fuel burn is around 2.5 gallons per hour, so the still-air range is approximately 225 nautical miles, with 30-minutes reserve. Slow flight is very benign, although I always ensure that I've selected carb heat before reducing power, as VWs are notorious ice-makers. As the speed decays the ASI becomes increasingly vague, before it reluctantly drops the nose at about 33 knots. There is just a subtle suggestion of pre-stall buffet, but on the plus side adding power and reducing pitch produces an immediate recovery. Crosswinds are best avoided if practical, and should certainly be considered with a degree of circumspection. As with most lightweight taildraggers the D9 has really been designed to be operated into wind and consequently its crosswind limits are quite low. In my experience, you would have to apply yourself to overrun the runway in a Bebé, although a strong crosswind could make it cheerfully run off the side, particularly on a hard-surface runway. Lightweight taildraggers don't really go well with concrete and crosswinds, but as long as this is borne in mind Bebé is a delight to land. The rudder has enough authority to make directional control during the roll-out easy. Since buying the D9 I have become increasingly enchanted with this delightful little flying machine, as it is an aircraft in which the sensation of powered flight is distilled into just about its purest form. With a pair of stout wings to sustain you, the wind in your hair and a full 360° of visibility above the wings, it's a truly fun machine in which to sail the sea of the sky. Whether chugging along above England's incomparable landscape on a warm summer's evening at 501 feet, twisting and turning in a tight thermal, slaloming sinuously between billowing banks of spotless white cumulus or merely the simple pleasure of kissing the sun-warmed grass of a farm strip with a perfect three-pointer, my Bebé has reminded me why I learned to fly in the first place. One thing's for sure. If you cost your air-time by the hour, power flying really doesn't get much cheaper than a D9!

“It is a truth universally acknowledged that a pilot not in possession of a good fortune will be in want of a VW-powered aircraft.” Well, I’m not entirely sure Jane Austen would’ve put it quite like that but one thing is irrefutable: If you want to fly an affordable aeroplane then it may well have a Beetle engine! And, here’s a very interesting factoid: the most produced aero-engine ever is probably Lycoming’s O-360, with around 250,000 made. However, Volkswagen made more than 21 million Beetle engines! An interesting facet about lightweight taildraggers such as the D9 is that they have to be ‘flown’ all the time, even on the ground. Consequently even while taxiing I’m very aware of the wind, because even with differential braking turning out of wind can be a bit tricky. Of course, such simple machines have very simple checks, and while running through my generic SEP checks (which take the form of an unwritten ‘flow check’ around the cockpit), I often get the feeling (and particularly if I’ve flown something a bit more complex the day before) that I’ve forgotten something.

Finding Answers in the Air — Lightening Your Mood

By Dave Loveman || September 24, 2012 Leave a Comment (Edit)

British writer Dave Unwin enjoying flight in his beloved "Biffo." photo by RJ Seed

Bird of a Different Sort — Dave explores another realm in a Schleicher Ka-6E sailplane. photo by Duncan Cubitt

Bird of a Different Sort — Dave is nestled in the brute Piper Pawnee, often used to tow sailplanes (note tug mechanism by the tailwheel). photo by Duncan Cubitt

Bird of a Different Sort — Dave revels in an open-cockpit wire-braced 1931 Buhl Bull Pup. photo by Keith Richards

See more of Dave's work at DaveUnwin.com

After my post about ups and downs with government and recreational aviation, it's wise to keep perspective on the sheer joy that flying can deliver. Here's Brit' Dave Unwin's take... Why fly? I was thinking this just the other day while wading through three piles of unpleasant-looking paperwork. One pile contained reminders regarding renewal of my medical, BFR and BGA BI ratings, another had info on my VP-1's Permit renewal and insurance while the third, and largest, held news which I planned to refer to while writing ny monthly magazine column called "Push to Talk." The news was all pretty grim — airfields closing and fuel prices rising, EASA, airspace grabs, the outrageous proposals for the Olympics, Mode S, ad nauseum. Bored (and slightly depressed) I did the only sensible thing — I went flying. It was a beautiful evening and my demeanor was improving exponentially as I approached the airstrip. Flying, or even simply the prospect of flying, is a great tonic. For most people the sky really is the limit — but if you can fly, it's just the start. I am very lucky in that I get to fly a lot. There is a constant stream of magazine flight tests, I get to fly the tugs at two gliding clubs, I own a share in a glider and — best of all — I have my own aircraft, which is based on a delightful farm strip only ten minutes from my house. As I work mostly from home, I fly several times a week. I've never been much given to anthropomorphism, but of the hundreds of different aircraft that I've been lucky to pilot, four stand out as having real personalities. Curiously, they're all single seaters. There's the Piper Pawnee known as "Old Gasper," the 1931 Buhl Bull Pup, a Schleicher Ka-6E and my Evans VP-1, G-BIFO (known, unsurprisingly, as "Biffo"). Many people sneer at simple, unpretentious machines such as 'Veeps', but it's been my experience that these are the sort of individuals who don't actually fly very much. Let's compare the Veep to the Tecnam P2006, which I tested in a recent issue. As much as I'd loved flying the elegant, sophisticated twin, it isn't really the kind of machine that you pull out of the shed by yourself on a warm summer's evening, and then simply pop upstairs in for a half-hour bimble at 500 feet. Well, Biffo is. Biffo's engine started first swing: now for the challenge of enticing this under-powered machine into the air. I could feel my mood lightening as we raced down the runway, and my spirits rising along with the altimeter's needle. It was good to be back in the sky. The slipstream was racing past the open cockpit like an icy waterfall and the engine was revving right up to the red line. It's a heady, intoxicating combination and my senses (with perhaps the exception of my hearing!) were alive to any possibility. Now, where to go? With just a gentle pressure on the stick and rudder pedals I could make the whole world appear to revolve around me — how cool is that? I decided to follow the shoreline of Rutland Water. With my left elbow resting comfortably on the leather cockpit sill, I enjoyed a full, unobstructed 360° view above the wings — a wonderful way to clear the mind. Saint-Exupery wrote, "I fly because it releases my mind from the tyranny of petty things — a sentiment I completely agree with. The light had taken on that wonderfully sublime quality you often get in the hour before sunset, and the wings glowed in the soft, suffused sunlight. For the thousandth time, I appreciated just how pretty England's patchwork fields are. I spotted a balloon towards the south and considered chasing it, but a scrap of cumulus had appeared above the disused airfield of North Luffenhamand I decided to investigate that instead. With only 60 horses available, I take every opportunity to increase Biffo's "total energy" by using the atmosphere for fuel and my intellect as a kind of auxiliary engine. Like most other wood-and-fabric flying machines, Biffo is an aircraft that flies upon the air, not through it. Consequently any rising air can and should always be exploited. I spiraled swiftly up to 3,000 feet on what must have been the last thermal of the day, and then headed for home while trading height for speed. From the end of the downwind leg I flew a single graceful sweeping curve, then rolled the wings level on short final. The throttle only ever moved backwards — to add power is an admission of misjudgment. A gentle flare, a brief floating moment then all three wheels simultaneously kissed the grass. In my opinion, the subtle and sublime shifting of weight from wing to wheel is profoundly gratifying when it all comes together — and doubly so on a grass runway. I taxied back in with a smile on my face, basking in the smug satisfaction of knowing that not only could I not have done it any better, but no one watching could have done it any better either. I snapped off the switches, and having suffered the raucous blat-blat-blat of the Volkswagen engine assaulting my ears for the previous hour, the sudden silence was profound. I slipped off my leather helmet, and as my hearing began to return to normal the sounds of evening slowly unfolded, along with the whirling diminuendo of the single gyro as it slowly spun to a stop. Before climbing out I studied the sky, watching the last few scraps of cumulus dissolve into nothingness and wondered if it'll be flyable tomorrow. It's a good time to think; sometimes I'll even jot down a few notes — just as I'm doing now. Ultimately, that flight had not only helped me write my column but also answered my initial question. All pilots know that the sky is always waiting, but never impatient. So, why fly? Because I can.

After my post about ups and downs with government and recreational aviation, it’s wise to keep perspective on the sheer joy that flying can deliver. Here’s Brit’ Dave Unwin’s take… Why fly? I was thinking this just the other day while wading through three piles of unpleasant-looking paperwork. One pile contained reminders regarding renewal of my medical, BFR and BGA BI ratings, another had info on my VP-1’s Permit renewal and insurance while the third, and largest, held news which I planned to refer to while writing ny monthly magazine column called “Push to Talk.” The news was all pretty grim — airfields closing and fuel prices rising, EASA, airspace grabs, the outrageous proposals for the Olympics, Mode S, ad nauseum. Bored (and slightly depressed) I did the only sensible thing — I went flying. It was a beautiful evening and my demeanor was improving exponentially as I approached the airstrip.

Sunny Skies for England’s LAA Rally

By Dave Loveman || September 13, 2012 Leave a Comment (Edit)

Fokker Eindecker replica photo by Dave Unwin

Aeropro EuroFox (Aerotrek in the USA) photo by Dave Unwin

New Groppo Trail with 85-hp Sauer S2200UL engine photo by Dave Unwin

Lambert 108 photo by Dave Unwin

Pioneer 300 retractable version photo by RJ Seed

See more of Dave's work at DaveUnwin.com

Our roving British journalist, the always-entertaining Dave Unwin, reports on the UK's LAA Rally event, giving ByDanJohnson.com readers a taste of light aviation in England. After an even grimmer British summer than usual — we've just experienced the "wettest drought" since records began; a dry spring followed by flooding rains — the weather Gods smiled benignly on the 2012 LAA Rally. The Rally is basically the UK's version of Oshkosh (albeit several orders of magnitude smaller) and is run by the Light Aircraft Association, formerly the PFA or Popular Flying Association, which is the Limey equivalent of the EAA. The event has been staged at several different airfields over the years, and is currently held at Sywell in Northamptonshire. Despite the parlous state of the economy, this year's Rally had a real buzz, and it wasn't just all the two-stroke engines. In spite of EASA's best efforts it would seem that the lighter side of UK aviation continues to thrive. There were dozens of different engine and airframe manufacturers, plus lots of other types of traders, and the "aero-jumble." SSDR aircraft (roughly the British equivalent to America's Part 103 —DJ) generated a lot of interest, and the Airbike, GSAL Eindecker and Reality Aircraft Kid all appeared attractive options for the cost-conscious fun-flyer. I also saw plenty of interest in the EuroFox glider tug. I had witnessed a demonstration a few months previously, when a Eurofox (Americans know Aeropro as Aerotrek —DJ) proved what a capable tug it is by towing a Pilatus B-4. As an experienced tug pilot myself, I must say that the climb rate looked impressive. It was interesting to see the partly-finished fuselage of a Groppo Trail, which was fitted with a Sauer S2200UL engine. This 85-hp air-cooled flat-four is based on the ubiquitous VW 'Beetle' engine, and is about half the price of an 80-hp 912S. The Trail is also an interesting machine in its own right. The folding wings should certainly help reduce hangarage costs. The designer of the 'Flitzer' biplane, Lynn Williams, was at the show and delighted in showing me some very interesting drawings for several different aircraft, including a two-seat Flitzer and a scale replica of the Polikarpov I-16 "Rata." Now fitted with the Rotax 912iS, the Belgium-designed Lambert 108 Mission also drew considerable interest. I lucked out on the Sunday, when an old friend suddenly and unexpectedly found himself with two aircraft that needed to be flown home. The choices were an immaculately restored Auster, or a very nice Pioneer 300. As I've never flown an Auster I liked, I chose the Pioneer 300. This is a super little aircraft, from Italian airframer Alpi Aviation. Although its retractable undercarriage, constant-speed prop and 130 knot cruise speed preclude it from being registered in the US as an LSA, at only 560 kilograms (1,232 pounds) it is certainly light enough! As the photos show, the weather really was most agreeable, which probably explains the 1,900 movements over the three days, with 865 on the Saturday alone. In conclusion, not the busiest LAA Rally I've ever attended, but still a great little show.

Our roving British journalist, the always-entertaining Dave Unwin, reports on the UK’s LAA Rally event, giving ByDanJohnson.com readers a taste of light aviation in England. After an even grimmer British summer than usual — we’ve just experienced the “wettest drought” since records began; a dry spring followed by flooding rains — the weather Gods smiled benignly on the 2012 LAA Rally. The Rally is basically the UK’s version of Oshkosh (albeit several orders of magnitude smaller) and is run by the Light Aircraft Association, formerly the PFA or Popular Flying Association, which is the Limey equivalent of the EAA. The event has been staged at several different airfields over the years, and is currently held at Sywell in Northamptonshire. Despite the parlous state of the economy, this year’s Rally had a real buzz, and it wasn’t just all the two-stroke engines. In spite of EASA’s best efforts it would seem that the lighter side of UK aviation continues to thrive.

Wrap Up from Aero 2012 and a Glance to 2013

By Dave Loveman || April 29, 2012 Leave a Comment (Edit)

Aero 2012 seen from a helicopter. photo courtesy Aero

Aero's big exhibit halls (each the size of a gymnasium). The lower building is the enormous hangar for the Zeppelin airship. photo courtesy Aero

The big halls contain most exhibits but some are displayed outside. photo courtesy Aero

Aero 2012 is history and here's the wrap up view from our roving reporter. —DJ |||| Despite the precarious state of the global economy and contrary to the expectations of many industry observers, I judge 2012 Aero was a success. Held in the picturesque town of Friedrichshafen on the shores of Lake Constance (Bodensee) in Germany it was traditionally a biennial show until 2010, when the organisers took the bold decision to make it an annual event. Having attended every Aero since 2001 I was curious to see how both exhibitors and attendees viewed this major change to the show's format. [Most European airshows are scheduled alternate years. —DJ] Aero has now been an annual event for a couple of years. I concluded that it is probably is a show too far and that many exhibitors would prefer it to revert to a biennial event. As with many airshows, the cost to exhibit is a significant part of the marketing budget for many companies. With airplane sales across all aviation sectors down from the mid-noughties increased airshow expenses strain the budgets, especially for smaller producers. *** The end-of-show statistics would seem to back my initial impression up. Visitor numbers were down about 10% on 2011, from 33,400 to 30,800. The last biennial show in 2009 recorded 46,500 visitors and 625 exhibitors [though this is not a completely equal comparison; more visitors per show can logically be expected to attend a show that happens only in alternate years —DJ]. Despite the faster pace Aero 2012 had 550 exhibitors from approximately 30 different countries. *** Aero didn't offer an air show this year, but to be brutally honest it was always rubbish anyway. This is not intended to be a slur on the show organizers or display pilots; it's just that the crowd line is so far displaced from the flight action and the minimum altitude set so high that the entire event lacks the up-close viewing common to American airshows. The conclusion I drew is that the specter of Ramstein still haunts all German air show organizers. On that terrible day of August 28, 1988, 75 people died when a display by the Italian Frecce Tricolori team went horribly wrong. After this tragedy air shows were completely banned in West Germany for several years, and even after the ban was lifted very strict rules governing air displays remain in force. *** Making up for the tight rules, the most interesting object in the air was the Zeppelin NT airship. This behemoth of the sky never failed to attract attention as it buzzed busily around the airfield flying passenger rides over the beautiful Bodensee. Although Aero doesn't offer a dynamic air show, it is a magnificent aviation trade show. While visitor numbers were down a great many attendees were pilots giving vendors a target-rich audience for their flying goods and many orders were reportedly taken. Aero is also a great opportunity for the great and good of European sport aviation to get together. Overall aircraft sales may be down, but judging by the astonishing amount of new aircraft and engines, I would say that European sport aviation is as vibrant as ever! *** The next AERO will take place from April 24 to 27, 2013. For reference, Sun 'n Fun will occur over April 9-14, 2013 and the deliberately-planned 10-day separation helps those who wish to attend both events.

Aero 2012 is history and here’s the wrap up view from our roving reporter. —DJ |||| Despite the precarious state of the global economy and contrary to the expectations of many industry observers, I judge 2012 Aero was a success. Held in the picturesque town of Friedrichshafen on the shores of Lake Constance (Bodensee) in Germany it was traditionally a biennial show until 2010, when the organisers took the bold decision to make it an annual event. Having attended every Aero since 2001 I was curious to see how both exhibitors and attendees viewed this major change to the show’s format. [Most European airshows are scheduled alternate years. —DJ] Aero has now been an annual event for a couple of years. I concluded that it is probably is a show too far and that many exhibitors would prefer it to revert to a biennial event. As with many airshows, the cost to exhibit is a significant part of the marketing budget for many companies.

Aero 2012: Day 4 — Engines & More Aircraft!

By Dave Loveman || April 25, 2012 Leave a Comment (Edit)

Aero 2012 concluded and we present a final round of aircraft news to be followed by a wrap up view. All photos by Dave Unwin —DJ |||| LSA SUPPLIERS & ENGINES Garmin had a pretty big presence at the show. I spoke to Matt Harran who told me that the newest items Garmin had at Aero 2012 are improved VFR charting for the GPSMAP 795, which includes more specific data from Jeppesen, which can be uploaded onto the unit. *** Along with the usual two and four-strokes there were some diesels, a hybrid and a couple of rotaries at Aero 2012. More esoterically, there were also some small jets and turboprops, and several electric motors. ••• An Italian company, MW Fly, also had three versions of its B22 on show; the 95 horsepower 22D, 115 horsepower 22L and 130 horsepower 22R. These geared, liquid-cooled flat-fours feature electronic ignition and injection. ••• Although not the usual ByDanJohnson content, Diamond's DA-52 VII deserves a mention because the new aircraft generated a great deal of interest. Of more focused interest to light plane fans is Austro — the Diamond subsidiary that builds its engines after the original Thielerts were deemed unsatisfactory. Austro also produces several lightweight Wankel-type rotary engines. The single-rotor AE50R produces 55 horsepower, the AE75R perhaps unsurprisingly, 75 horsepower, while the twin rotor IAE110R puts out 110 horsepower. ••• Hirth also had the latest incarnation of its well-proven F30 on show: the 3003. This fan-cooled two-stroke flat-four produces 92 horsepower at 6500 rpm, and is claimed to weigh only 92 pounds. ••• After looking at several powerplants I gave a "most aesthetically pleasing" award to the Simonini Mini 2 Plus, if only because the curvaceous exhaust was practically a work of art. This compact single-cylinder Italian engine puts out 26 horsepower. ••• As a keen exponent of electric flight, I was quite taken by the ElectroLight 2 from Electravia. Based on an old L-Spatz single seat glider airframe (a bit like a Schleicher K-8), it has a 26 horsepower motor and can climb up to 10,000 feet with the large LiPo battery pack. |||| MORE LSA AIRCRAFT *** Well, just when I thought there couldn't possibly be any more new aircraft — I found some! ••• Aimed at the German 264-pound category (it can also meet the England's SSDR and the USA's Part 103 criteria) the Song is an unusual single-seat, twin-boom pusher from Czech manufacturer Gramex. Available in two different versions the high performance model ("high performance" being used here in the loosest possible sense) has a span of 24 feet and is powered by a Verner 35 horsepower engine. It can cruise at up to 66 knots on the Vernor engine, has a Vne of 72 knots and stalls at 32. Both versions have the same 517 pounds gross weight, so it is fortunate that the version fitted with the 20.5 horsepower Bailey motor has a 36 foot wingspan. ••• BRM's Bristell looked very smart in this yellow paint scheme. This particular aircraft was very well finished, with flush-riveting used on some parts of the machine. BRM also had a retractable version on show, and this generated quite a lot of interest. ••• Slovakian airframer Tomark had two versions of its Viper SD-4 on display; the LX was painted in this rather lurid green, while the glider tug version was bright yellow, and even had shark's teeth! Both are powered by the near-ubiquitous Rotax 912. In fact, Rotax appears to have increased its domination of the LSA market. ••• Zlin had its Savage Cub and Savage Classic on display, and also the airframe of the Savage Bobber. The idea of the Bobber is that it can be totally customized by the customer. It is offered with 15 different colors for the engine, 20 colors for the welded (4130) fuselage, two different types of chrome, and a wide variety of just about every other parameter such as eight different types of leather, plus various options for the luggage holders, seat belts and seats. Currently, there are ten different paint schemes available; there are even four different colors available for the propellers! I would imagine that leaving the aft fuselage un-skinned must also improve the handling when landing and taking off in strong crosswinds. *** Watch for an assessment of the show later this week!

Aero 2012: Day 1 — Early Discoveries

By Dave Loveman || April 21, 2012 Leave a Comment (Edit)

Fk Lightplanes stunning Fk14 LeMans.

FlyWhale amphibian from Germany.

Flying Legends scale replicas.

Millennium Master.

GoldenAvia F30.

Tecnam Taildragger with cargo pod.

e-volo Volocopter VC1 electric helicopter claims to be first at manned vertical takeoff. Count the (purple) motors.

We begin coverage of the Aero 2012 event, brought to you each day that Dave's Internet connection permits. All photos by Dave Unwin —DJ |||| Celebrating its 20th Anniversary, Friedrichshafen Germany's Aero show has grown in both size and popularity. Indeed, many feel it is easily the largest and most important general aviation show outside of North America. Unusually for most other GA shows, it also gives the style-conscious show-goer the unusual option of wearing Lederhosen. I must admit that as I read yet another doom-filled newspaper while waiting for my flight, I did wonder if perhaps this year's event might be significantly smaller than it was in 2011. *** At first glance, I'd say that it was, although as I wandered around the display halls I was astonished at just how many new aircraft types were being displayed. I've always believed that recessions are often essentially "self-fulfilling" prophecies, generated mostly by negative coverage in the mass media. Judging by the amount of new aircraft, engines and avionics on show, I'd say that the GA market was definitely trying to stay positive! On the other hand though, the prolonged gestation period of anything related to aviation means that all of the engines and airframes would have been well advanced long before the economy stalled. Nevertheless, it was good to see so much stuff that I simply hadn't seen before. *** Given my well-known predilection for aquatic aviation, I was pleased to see a significant amount of amphibious machines on display. An interesting looking machine was the FlyWhale. Designed by a German company, FlyWhale is an attractive looking amphibian which uses sponsons similar to the WWII Dorniers. It is powered by a Rotax engine mounted on a pylon aft of the cockpit. SeaMax was present, with one wing folded [a new feature], while Tecnam also had its amphibian on display, along with a good-looking tailwheel version of its popular P92. For the second year running, Peter Funk's stunning Fk14 generated lot of interest; the LeMans version's cockpit looks a bit like the original Batmobile! Another good-looking Italian airplane was the GoldenAvio F30, designed by one of the all-time greats, Stelio Frati. Powered by a Rotax 912, this very sexy machine certainly turned a few heads, as did the Millennium Master, Czech-built Shark, and Flying Legends scale versions of the Tucano and the Blackshape. *** As expected, quite a few pure electric aircraft were displayed and a real eye-catcher was the e-volo Volocopter VC1. This unusual arrangement of multiple electric motors claimed to be the world's first manned vertical take-off by a purely electric aircraft in October 2011. As you can see from the picture, it has a great many motors! *** Pipistrel had a new version of its popular Sinus motorglider on show, which detachable wingtips. This reduces the span from 14.97m to 12.40. (We will ask Dave to search out the new Pipistrel Alpha and their sexy new Panthera four-seat project. —DJ) *** During the four-day show there is always a great number of very interesting press briefings and literally dozens of seminars, dealing with topics as disparate as licensing to light jets. However, although it's always worth going to a press briefing, there are two obvious drawbacks: we're all told only what the person giving the briefing wants us to hear and, of course, every other journalist in the room has the same story. Consequently, reporting for ByDanJohnson.com I will try to have a chat with a few company leaders, so that we can get the full story. *** One of the hottest topics at the show was, "Will EASA (ever) follow the FAA's lead and introduce a Sport Pilot Licence and a Light Sport Aircraft category?" It appears to be a major bone of contention among European manufacturers that the majority of sales are their [originally] 992-pound European ultralight aircraft are in the U.S. as LSA category aircraft flying at 1,320 pounds max all-up weight. It is apparent to industry observers that not only does Europe want a Light Sport category... it also needs one! *** More tomorrow!

We begin coverage of the Aero 2012 event, brought to you each day that Dave’s Internet connection permits. All photos by Dave Unwin —DJ |||| Celebrating its 20th Anniversary, Friedrichshafen Germany’s Aero show has grown in both size and popularity. Indeed, many feel it is easily the largest and most important general aviation show outside of North America. Unusually for most other GA shows, it also gives the style-conscious show-goer the unusual option of wearing Lederhosen. I must admit that as I read yet another doom-filled newspaper while waiting for my flight, I did wonder if perhaps this year’s event might be significantly smaller than it was in 2011. *** At first glance, I’d say that it was, although as I wandered around the display halls I was astonished at just how many new aircraft types were being displayed. I’ve always believed that recessions are often essentially “self-fulfilling” prophecies, generated mostly by negative coverage in the mass media.

Aero 2012: Day 3 — Still More New Aircraft!

By Dave Loveman || April 21, 2012 Leave a Comment (Edit)

Hungarocopter, a study in helicopter minimalism (Cicare Spirit shown in inset).

AirLony Skylane (not the Cessna version).

German-registered Cessna Skycatcher.

Ekolot Junior; note feature-laden joystick.

Oma Sud Redbird.

Ellipse Spirit.

Skyleader 100 shown; company displayed two seat LSA-like aircraft and is moving to a new design.

As Aero 2012 moves toward a conclusion our wandering reporter updates you on several more attractive aircraft. All photos by Dave Unwin —DJ |||| Having already decided that the Cicare Spirit was pretty minimalist as far as helicopters go, you may imagine my surprise when I saw an even more minimalist machine! This was the Hungarian Hungarocopter, which took helicopter minimalism to an entirely new level! Powered by either a 136- or 165-horsepower Subaru, and with a gross weight of 992 pounds, it definitely looked like flying it would be a bit of a thrill! *** As usual the show featured a fair few curiosities, and my interest was piqued when I spotted a machine that looked very much like a Cessna, with "Skylane" on the tail. As it quite clearly wasn't a Skylane (being nowhere near big enough) I investigated further and discovered that it was a new-ish German ultralight powered by an 80-horsepower Rotax. If anything, it looked very much like a C-152 fitted with gull-wing doors, and I couldn't help but wonder if Cessna's lawyers aren't already taking a look at both the design and the name. *** Talking of Cessna, despite all the stories about prospective European purchasers of the Skycatcher being offered their deposits back, I couldn't help but notice a D-registered Skycatcher on display on the German Cessna dealer's stand. Confused? I was, too! *** Another new aircraft for Aero 2012 was the Redbird from Italian company Oma Sud. Powered by a 100-horsepower 912S and fitted with an electric variable-pitch propeller, this sleek-looking two seater is primarily of composite construction, and features a low wing and a forward hinged canopy. *** I was quite taken with the Ekolot JK05L Junior. Looking vaguely reminiscent of the venerable Bolkow Junior, it has a gross weight of 1,040 pounds, is powered by an 80-horsepower Rotax 912, and cruises at about 100 knots. The double center stick was especially interesting, as even the flaps are controlled via buttons on the pilot's stick-top. *** An aircraft with a very shapely wing was the Ellipse Spirit. Available in various weights and categories, with a choice of fixed or retractable gear, two different wing spans and eight different engines, this very smart side-by-side two seater boasts a maximum cruise speed (in the short-span retractable) of 150 knots, and a climb rate of over 1,400 fpm yet a stall speed of only 32 knots. Fixed slots in the leading edge clearly help the slow-speed handling, and I must say I'd very much like to test both its high and low-speed performance! *** Czech company Skyleader had its full range on show — from the single seat 100 model (photo) to the 580 kilogram 500 and 600 kilogram (1,320 pound) 600. The single-seater uses either the 50-horsepower Rotax 503 or 65-horsepower 582, and has a gross weight of 693 pounds. Skyleaders two-seater models also use Rotax, ranging from the 80-horsepower 912 to the turbocharged 115-horsepower 914 Turbo. Although Skyleader has traditionally made low-wing aircraft of metal construction, it is also working on a high-wing carbon-composite side-by-side two seater. Aimed primarily at the flight training market, it is powered by an 80-horsepower 912 which spins a three-blade ground-adjustable prop. More tomorrow, the final day of Aero 2012!

Aero 2012: Day 2 — Rotax P-51?

By Dave Loveman || April 20, 2012 Leave a Comment (Edit)

Direct Fly Alto with air conditioning.

Fk9 Taildragger.

Evektor Sportstar, expecting its EASA Type Certificate.

The shapely Phoenix, alternately electric powered.

TL Sport used an often-photographed way to draw attention to their new in-flight adjustable prop.

Cicare's Spirit Tandem is Rotax powered.

Fk Lightplanes' coming Fk-51 replica.

Dave Unwin continues daily coverage of the Aero event... wandering through the gymnasium-sized exhibit halls of Aero. All photos by Dave Unwin —DJ |||| As I made my way through the cavernous exhibition halls I was amazed as always at how many new aircraft were showing. Aviation is a curious industry and — be it a desire to run an airline or design an aeroplane — it is obvious that logic often takes a backseat to emotion. The market is already saturated with neat little two-seat aircraft, and yet every year several more appear. *** Czech company TL Sport had a new three-blade, composite, electric constant-speed prop called the PowerMax on display, as well as its Sirius LSA on clean amphibious floats. TL also had a Rotax 912iS in a Sirius. In fact, just about every light sport type seemed to be fitted with the fuel injected engine from Rotax. *** Even some helicopters, such as the Cicare Spirit Tandem, were fitted with a Rotax. This neat little two seater is powered by a Rotax 914 Turbo, and has a gross weight of only 992 pounds (the European ultralight maximum, before a parachute). Constructed from 4130 aluminum it looked like a lot of fun, although you'd definitely want to be good friends with your passenger, as the cockpit is a little cramped for space. *** The DirectFly Alto TG912 looked very smart in a very colorful paint scheme. This is a very unusual light aircraft, as it offers air-conditioning as an option. *** At the FK exhibit boss Roland Hallam delighted in showing me their latest brainchild, the FK-51. Unlike most replicas, this scale replica of the immortal P-51 Mustang will even include the surface details, right down to the last screw and rivet. A sound system will be available which will make this Rotax-powered VLA sound as if it has a Rolls-Royce Merlin V-12 under the cowling. Peter Funk claim this will accurately reproduce the song of a Merlin, from start up to shut down, and if the FK-51 is as good as the rest of the Funk stable (they do make beautiful planes) it'll be one to watch. Funk also had a tailwheel version of its FK-9 on show, which looked very smart. *** Continuing my Germanic perambulations (I was trying to stay "in character" but have to admit that after a while Lederhosen does start to chafe) I stopped by the Flight Design stand. CEO Matthias Betsch was pleased to inform me that CTLS has its EASA (R)TC, allowing it to be used for flight training (in Europe; the LSA version can already be used this way in the USA). Also new from Flight Design was a CTsw fitted with a Rotax 914 Turbo, and a new main undercarriage. *** Evektor is expecting to receive its EASA (R)TC for the SportStar in about four weeks, while the EuroStar's cockpit has a new luxury cockpit. A glider tug version powered by a Rotax 115-hp 914 Turbo is also available. *** On the Czech Sport Aircraft stand my fellow Brit' Ben Fitzgerald-Connor delighted in confirming that the SportCruiser now has its EASA (R)TC. In Europe SportCruiser is known as the PS-28 Cruiser to differentiate the EASA certified version from the FAA LSA model. *** At a show the size of Aero it's quite astonishing just how far you walk, so having restored my powers with some bratwurst and brotchen (and with the Leiderhosen now visibly snugger) I continued my Aryan ambulations. One aircraft that I very much liked the look of is the Phoenix Air motorglider. This very attractive aircraft features side-by-side seating, two wingspan options (one at 33 feet for cruising, the other being 49 feet for soaring) which can be changed in 60 seconds. Other great features include a feathering prop, fully de-riggable wings, speed-limiting (up to Vne) airbrakes, eight hours endurance and a 32:1 glide ratio. An electric version is also flying, powered by a 30kW electric motor (inset photo). *** More tomorrow!

Dave Unwin continues daily coverage of the Aero event… wandering through the gymnasium-sized exhibit halls of Aero. All photos by Dave Unwin —DJ |||| As I made my way through the cavernous exhibition halls I was amazed as always at how many new aircraft were showing. Aviation is a curious industry and — be it a desire to run an airline or design an aeroplane — it is obvious that logic often takes a backseat to emotion. The market is already saturated with neat little two-seat aircraft, and yet every year several more appear. *** Czech company TL Sport had a new three-blade, composite, electric constant-speed prop called the PowerMax on display, as well as its Sirius LSA on clean amphibious floats. TL also had a Rotax 912iS in a Sirius. In fact, just about every light sport type seemed to be fitted with the fuel injected engine from Rotax. *** Even some helicopters, such as the Cicare Spirit Tandem, were fitted with a Rotax.

Cub Replicas Are Popular… SE5 Nostalgia, Anyone?

By Dave Loveman || April 10, 2012 Leave a Comment (Edit)

All photos courtesy Rachael Seed

See more about Dave Unwin at his website.

In this retro installment, Dave Unwin reviews an 85% WWI fighter. Dave will soon start reporting from the German Aero show. —DJ |||| Watching the world drift by under a pair of sturdy, wire-braced wings is particularly special. Wind wails in the wires and the engine growls contentedly. Nearly one hundred years after the "Big War," I flew a scale replica of one of the most famous fighters of that era: the iconic SE5a. *** Looking remarkably realistic from a distance, I drew nearer wondering if the similarities were only skin (fabric?) deep. Knowing the basic data of a full-scale SE, I was surprised when a quick calculation on the back of my kneeboard revealed my ship known as "Z" actually has a better power-to-weight ratio than a real SE5a! It also has a higher wing loading. *** Z is painted to resemble the personal aircraft of one of the war's top-scoring aces, Major W. A. 'Billy' Bishop. Z carefully replicates the experience of operating a WWI fighter and this is especially true regarding ground handling. I appreciated a wing-walker to help me during taxi. The view immediately forward is not that good and the brakes are weak. *** Lining up precisely in the center of the turf runway I fully opened the throttle. For the initial part of the take off run you're quite blind. Z's acceleration is excellent and the tail can be raised almost immediately. Now I could see. *** Z rushes wide-winged into the wind like a true thoroughbred and after a run of 500 feet lift-off occurs at around 40 knots. Best rate of climb is about 55, although there is no point in chasing the airspeed. The best way to fly aircraft such as Z, which has a very low wing loading, is simply to maintain the optimum pitch attitude and accept the speed and climb rate that this produces (about 800 fpm). *** Z is loud though the small windscreen is surprisingly efficient. As long as your turns are well coordinated little air enters the cockpit. As for visibility in flight... well, it's a biplane, with all the configuration's deficiencies. *** However, Z's controls are powerful and crisp, and the engine responsive, while the fine pitch prop and myriad struts and wires produce plenty of drag. Slow flight is fairly benign, and the aircraft stalls somewhere around 37 knots. Cruising at 70 knots, with the rays of the setting sun streaming through the struts evokes a true WWI experience. With the air racing past the cockpit and the raucous roar of the engine ringing in my ears I could easily imagine myself flying back to base after a scrap with the fiendish Hun. *** The light had taken on the wonderfully sublime quality that you often get in the hour before sunset. The wings fairly glowed in the soft, suffused sunlight and flying over Grimsthorpe Castle gave the whole experience a feeling of timelessness. The experience was so real, I tended to nervously check my "six" to make sure some Fokker wasn't sneaking up on me! *** In the circuit I found that the classic curved glide approach technique all the way round from the end of the downwind leg to short finals worked best. As I crossed the fence I chopped the power, flared, and Z softly sat down. With the tailskid digging into the ground and my feet dancing on the rudder pedals it tracked dead straight, although I could feel through my seat that it would cheerfully ground loop if I let it. Just like a real SE, Z prefers landing at a "field for aeroplanes" rather than an airfield. In WWI most military air bases were large, approximately circular grass fields. Consequently, you always landed directly into wind and Z prefers this treatment. I would rather land in a field next to an airport than chance landing Z on Tarmac in a crosswind. [Watch for more from Dave Unwin starting April 18th. —DJ]

Volkswagen for Drivers; Volksplane for Pilots

By Dave Loveman || March 1, 2012 Leave a Comment (Edit)

To purchase a VP-1 kit, contact Aircraft Spruce. photo courtesy Rachel Seed

Visit the Volksplane website. photo courtesy Rachel Seed

Read more about this historic aircraft at EAA's AirVenture Museum website. photo courtesy Rachel Seed

Check specs for the Evans VP-1 photo courtesy Rachel Seed

Barely had we published the announcement of Dave Unwin as a new ByDanJohnson.com contributor but what two visitors wrote asking for a review of Dave's affordable VP-1. We're pleased to answer that request quickly. Enjoy...! |||| Far below the sun-splashed wings the autumn shadows are lengthening across the Lincolnshire Wolds. Sunset won't be long, and I've still got around 40 nm to go. Thank goodness I've got a tailwind, for although the Evans VP-1 Volksplane is many things, one thing it isn't... is fast! *** So, how does it fly? Well, with only 60 hp the acceleration is far from startling, and it is important to pick up the tail, particularly if the grass is long as the tailwheel is small. Fortunately the large stabilator becomes effective quickly, as does the rudder. No problem keeping her straight. However, VP-1 is hardly over-powered; you must "fly the wing." You don't quite have to coax it into the air, but you can't bully it either. *** Lift-off occurs at around 45 knots, and as soon as the wheels are off the ground there is noticeable vibration. I have to admit that the first few times I flew "Biffo" I found this rather disconcerting, but it is only the wheels revolving. A quick tug on the brake lever cures it instantly. I usually climb at 60 knots until I reach 500 feet, then use 55. Biffo climbs slightly better at 55, but as a very wise old aviator once told me, "Altitude is money in the bank, but speed is money in your pocket!" As the "Veep" is a very draggy, low-inertia machine it means that should the engine fail low down, the options are distinctly limited. I'd rather have the extra five knots because they would certainly come in handy. *** Almost immediately you begin to appreciate that — although a 'Veep' is not hard to fly — to get the best out of it you have to fly it well. And, as its best is far from brilliant, the incentive is definitely present. Similarly, as its maximum rate-of-climb is only about 400 fpm at 60 knots, nothing is to be gained (but possibly much to be lost) by flying inaccurately. Needless to say, the ball has to be centered at all times. *** As soon as I'm at 500 feet I raise the nose, slow to 55 and look around. If I can see even the faintest indication of lift that's where I'll head. *** An examination of the control and stability reveals that the VP-1 is not exactly harmonized. The rudder (which should be the heaviest primary control) is rather light, while the ailerons are relatively heavy. The stabilator is effective. The roll rate is far from sparkling, although leading with the rudder really does help. Indeed, as the square-cut ailerons generate a fair bit of adverse yaw all turns require prompt and accurate application of rudder if co-ordinated flight is to be maintained. *** Essentially, I'd say that it flies as well as its boxy appearance suggests. An examination of the cruise speed reveals that "Biffo" is happiest at about 65 knots indicated. Initially, maintaining the correct pitch attitude isn't easy, as the short nose and tall windshield do not provide good reference points. Fuel burn is around four gph, so the still-air range is approximately 130 nm, with a 30 minute reserve. However, at such slow speeds even a relatively small headwind will make a big difference. *** Slow flight is very benign, although I always ensure that I've selected carb heat before reducing power, as VW engines are notorious ice-makers. As the speed decays the ASI becomes increasingly vague, before it reluctantly drops the nose and a wing at about 35 knots. Biffo shows very little pre-stall buffet, but on the plus side adding power and reducing pitch produces an immediate recovery. *** Adjusting power produces significant changes in pitch trim. Close the throttle fully and it pitches nose-down quite markedly. *** Back in the circuit I like to keep the energy level up, and maintain 60 knots on base and only start bleeding the speed back to 55 as I roll the wings level, before aiming for 50 "over the fence." Usually I carry about 2000 rpm until short final. I rarely fly a power-off approach as VP-1's sink rate is considerable. *** The actual landing is interesting, and unlike that of most taildraggers. Because its attitude on the ground is fairly flat, if you try for a fully held-off three-pointer you will almost certainly touch tailwheel first. This can produce a most unpleasant pitch/buck moment, where it pitches down onto the main wheels before bouncing back up again due to the complete absence of shock absorption. The best way is to flare slightly, maintain a relatively tail-low attitude and then just let it settle on three-points. The powerful rudder makes directional control during the roll-out easy. I never use the wheel brakes.

Barely had we published the announcement of Dave Unwin as a new ByDanJohnson.com contributor but what two visitors wrote asking for a review of Dave’s affordable VP-1. We’re pleased to answer that request quickly. Enjoy…! |||| Far below the sun-splashed wings the autumn shadows are lengthening across the Lincolnshire Wolds. Sunset won’t be long, and I’ve still got around 40 nm to go. Thank goodness I’ve got a tailwind, for although the Evans VP-1 Volksplane is many things, one thing it isn’t… is fast! *** So, how does it fly? Well, with only 60 hp the acceleration is far from startling, and it is important to pick up the tail, particularly if the grass is long as the tailwheel is small. Fortunately the large stabilator becomes effective quickly, as does the rudder. No problem keeping her straight. However, VP-1 is hardly over-powered; you must “fly the wing.” You don’t quite have to coax it into the air, but you can’t bully it either.

Nowhere But Up… Welcome to a New Writer

By Dave Loveman || February 11, 2012 Leave a Comment (Edit)

Dave Unwin relates a flight in his Evans VP-1.

It's easy to see why Dave nicknamed his bird "Biffo" thanks to its British callsign, G-BIFO

Via open cockpit flying on a beautiful day over "my castle," British writer Dave Unwin demonstrates his personal aircraft.

ByDanJohnson.com is pleased to announce Dave Unwin as a new contributor.

After a whole week of low clouds and drizzly rain, the weather cleared as if a curtain was lifted across the stage of the sky. I had time for an evening flight before official sunset. Hurrying to the airfield I arrived just in time to see a giant rainbow downwind. I took this as a good omen. *** My Evans VP-1, G-BIFO (Biffo) is based close to my house and is always at the front of hangar, so just twenty minutes after I leave home we're both standing outside, bathed in the evening sunlight. As we usually fly together at least twice every week Biffo looks at me almost accusingly, as if to say "Where've you been?" *** So far, I've been rushing, but as I slip the chocks in front of the wheels, I deliberately slow things down. I check the fuel and oil, do a careful preflight, and complete the time-honoured ritual of pumping the primer, setting the choke, sucking in and selecting the mags on. *** "C'mon Biffo," I mutter. "Wakey, wakey." A flip of the toothpick prop and the little engine barks into life, and settles into a smooth, easy growl. The farmer on whose land the strip is based hears Biffo start, so he wanders up and offers to hoist the windsock while I get my kit on. By the time I've donned scarf, jacket, helmet and gloves, the oil is warm and Biffo is rocking slightly on his wheels; it almost looks as if he's fidgeting, impatient to get in the air. Within minutes we're racing down the strip and up into the sky. *** As we climb slowly towards the west-northwest, the sun sinks majestically below the horizon. Fantastical cloud shapes and wonderful colors accent the azure sky. I swing Biffo through a great sweeping arc and notice that the full moon has slipped out from behind a cloud. I think, "Is it really almost 40 years since someone last stood on its surface?" *** The air is warm and smooth, Biffo is running like a noisy sewing machine. Ah, no place like cloudbase. Thus far, I have directed all my attention upwards, but as I drift over the A1 highway, I notice that every car has its lights on, making the mundane road become impossibly glamorous; it looks like a river of diamonds. However, when I glance back towards the strip I became acutely aware that darkness is stealing across the ground, swallowing everything in its path. Biffo's only electrical systems are his twin magnetos; we have no lights (not even a flashlight), and it's getting dark. *** Time to go home. I roll Biffo up onto his port wingtip and then let the nose drop. As we slide down through the warm sky I see a flash of white wings in the quickly gathering gloom. A barn owl (named Barney by my two sons) has taken up residence in the old barn behind my house, and I wonder fleetingly if he also couldn't resist the joy of flight on such a beautiful evening. More practically but less prosaically, he probably just wanted to catch his evening meal. *** Biffo's wheels kiss the ground at 8:02. It is truly dark by the time he's ensconced in his hangar, and the Lincolnshire countryside is busy with the ways of night. The windsock is silhouetted against the evening sky, and an owl hoots as I lower it. I wonder if it's Barney laughing at me because he can fly in the dark and Biffo and I can't. Back home, seven-year-old William has just gone to bed, so I go up to tuck him in. "Good flight, Dad," he asks? "Yeah, great, thanks, Willie," I reply, tousling his hair. He wants more detail (anything to delay going to sleep), so I tell him about the rainbow, the sunset, the moonrise and all the other wonderful sights. *** He is impressed, although he clearly struggles with the concept of the A1 looking glamorous! "Where did you go?" he asks. "Nowhere in particular," I shrug. "Just up." About Dave— Formerly the editor of England's Today's Pilot magazine, Dave Unwin is currently Pilot magazine's Flight Test editor. He has been flying for 26 years, and has around 4,300 hours in about 250 different types, ranging from antique gliders and vintage biplanes via seaplanes, skiplanes and sailplanes to modern turboprops and jet fighters. ByDanJohnson.com is proud and pleased to have a talented aviator like Dave join our group. We're sure you'll enjoy and learn from reading his experiences in light aviation.