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Icon Aircraft

Website: http://www.iconaircraft.com

Email: info@iconaircraft.com

Phone: (424) 201-3500

Los Angeles, CA 90066 - USA

Light-Sport Aircraft and Sport Pilot Kit Market Shares in 2019

By Dan Johnson || June 8, 2019 4 Comments

A funny thing happened on our way to quarterly reporting of LSA and Sport Pilot kit market shares.

Our first quarterly report in many years should have come about April 1st. It did not. That date came as Sun 'n Fun was getting underway separated by only one day from the German Aero show. So involved were we in those season-starting events that we just blew past the date.

Five Months In Combined Report

The first chart reflects both LSA and SP kit registrations through May of 2019 and also depicts the equivalent performances for the full years of 2017 and 2018. What the chart suggests is that 2019 is a solid year with the light sector on track to hit 725 aircraft for the year, up about 5% over last year and up more than 10% over 2017. For space reasons the chart only shows ranks 1–18 but all are available on Tableau Public.

Digging deeper, the chart shows that longtime market leader Zenith/Zenair lead by a substantial margin in 2017 and 2018 but that gap may be narrowing for 2019. Please keep in mind that a kit company completes a sale long before the aircraft gets registered and appears on FAA's database. Also, a kit sold may never be finished. Conversely, Icon's 27 registrations this year are for ready-to-fly aircraft although that does not mean they were registered by the end customer. The leading LSA builder so far in 2019, Icon is on pace to register 65 aircraft this year, up 38% over last year. American Legend, which operates both in the RTF and kit business, is ticking upwards. They may hit 29 registrations, up 140% over last year. Arion is another both-ways manufacturer looking to have a much improved 2019 while newcomer Vashon should double last year's registrations.

Strong SP kit suppliers include Kitfox, Vans, and Rans — no real surprises but here's a couple observations. Kitfox is on a pace to hit 70 registrations this year, up about 80% over 2018. Van's Aircraft is headed to 60, up 50% over last year. Rans will remain about even. Remember, we only count aircraft that can be flown by a Sport Pilot or a higher-certificated pilot with no medical. Van's, for example, sells many more kits but most won't meet that criteria.

Separating LSA from SP Kits

Flight Design continues its recovery, on pace to increase from last year's low number by 50%. Now that we can separate CubCrafters RTFs from kits, the CT maker is back atop the all-years SLSA rank list. Number two producer, Czech Sport Aircraft should be about even from 2018 but is well off their 2017 registrations. Powrachute and AutoGyro slipped from stronger performances in recent years. On the downside, Glasair suspended production for their Merlin that never found reception in the market.

Looking at cumulative registrations, Zenith/Zenair clearly holds the top spot among Sport Pilot kit aircraft sellers. Rans, Sonex, and Kitfox are the next big producers in the light kit space, followed by Quad City and Just Aircraft, trailed a bit further back by Searey maker Progressive Aerodyne, CubCrafters, and Quicksilver.

One More Thing: ELSA Factor

You might see that kits appear to be the larger enterprise over fully-built LSA. That's correct, but consider the kit companies have been building their business and networks for far longer and they have lower price points …although you obviously must invest a good many hours to complete a project and some will get discouraged along the way and never finish the job.

Yet the real surprise comes when you look at our final chart of this article. Kits appear ascendant since 2013, especially when compared to Special LSA that seems to have found a stable registration rate of around 200 aircraft per year. However, when you combine SLSA with Experimental LSA, you can see that all LSA types number closer to 300 units per year, compared to all SP kits at just shy of 400. Specialty registrations like Experimental Exhibition are steady but at a far smaller unit count.

Any ELSA must be shipped from the factory as a bolt-for-bolt copy of the SLSA model, as required under the regulation. No producer can sell an ELSA without first getting approved for a SLSA, so to my mind, combining SLSA and ELSA makes for a fairer comparison to Sport Pilot kit aircraft. If you love these numbers, please visit Tableau Public. You can learn a lot more about the vibrant light aircraft sector. Enjoy! Disclaimer: These reports rely on FAA’s registration database. We believe this to be a reliable resource but it presents data that are different than what any company reports in sales or deliveries. Over time, these two sets of data draw closer but will not precisely mirror one another. Data presented on Tableau Public are arranged according to a defined method explained on that page (see button labeled “Where the numbers come from”).

A funny thing happened on our way to quarterly reporting of LSA and Sport Pilot kit market shares. Our first quarterly report in many years should have come about April 1st. It did not. That date came as Sun ‘n Fun was getting underway separated by only one day from the German Aero show. So involved were we in those season-starting events that we just blew past the date. Five Months In Combined Report The first chart reflects both LSA and SP kit registrations through May of 2019 and also depicts the equivalent performances for the full years of 2017 and 2018. What the chart suggests is that 2019 is a solid year with the light sector on track to hit 725 aircraft for the year, up about 5% over last year and up more than 10% over 2017. For space reasons the chart only shows ranks 1–18 but all are available on Tableau Public.

DeLand Showcase 2018 Off to a Good Start; Industry Players Generally Upbeat as Year Closes

By Dan Johnson || November 2, 2018 2 Comments

A view from Scott Severen's Jabiru J-230D cockpit as he approaches DeLand Showcase 2018.

Day One of the third running of DeLand Showcase is complete. As Videoman Dave and I scoured the show grounds looking for good stories, we spoke to a few vendors reporting that 2018 has been a good year. Our video news gathering exercise brought a pleasant discovery. Many companies are reporting a solid year of sales. The light aviation industry is composed of many small companies. None are corporations the size of Cessna or Cirrus so they don't require hundreds of unit sales to break even. A U.S. importer delivering 20 aircraft can experience a good year from sales and other services they offer. When several companies report noteworthy sales success it suggests the market is healthy and customers are buying airplanes they want to enjoy. In parallel, the used LSA market also appears active and a virtuous circle begins to take form.

Van's Aircraft RV-12iS — image by Roy Beisswenger / Powered Sport Flying magazine

The show itself enjoyed the great organization we have come to expect from director Jana Filip. She's an impressive and experienced leader of these shows, backed up by her multi-talented husband Gary and a strong core of volunteers, many now with three years of experience in their logbooks. These sector-dominated shows — most vendors are in the light aircraft game though some display larger aircraft — usually have modest foot traffic. If you crave dense crowds, go to Oshkosh or Sun 'n Fun and get in line for, well… everything. However, if you want face time with someone from whom you are considering an airplane purchase, DeLand and the other LSA shows have a clear edge.

Who Is Succeeding?

In one day, we did not speak to every vendor and we did not get to the inside booths yet. However, those we did approach for news and updates provided feedback that was significantly on the positive side. Here is a partial recap (again cautioning that this is not inclusive):

Icon Aircraft A5 — image by Roy Beisswenger / Powered Sport Flying magazine

Icon Aircraft's production engine appears to be firing on all cylinders, according to Tampa Regional Sales Director Scott Rodenbeck. We heard about delivery numbers growing from five aircraft a month to 10 a month and a forecast for 15 shipments in December. These numbers will show up on our market share report based on N-number registrations. Increased production has reduced the delivery wait to only seven or eight months, down from literally years back when the California company was taking deposits left and right but not yet manufacturing.

BRM Aero Bristell — image by Roy Beisswenger / Powered Sport Flying magazine

Bristell USA is having a banner year that should end close to 20 units sold for the deluxe and superbly equipped Bristell LSA, reported company leader Lou Mancuso and right hand man, John Rathmell. Beside delivering strong sales for Czech producer, Milan Bristela, Lou's growing enterprise is also establishing a flight academy at the Sebring airport to offer younger pilots a lower cost path to careers as pilots. We will have video on this development. Duc Hélices is another company choosing Sebring for their operation, reported Michael Dederian, the company's main face at airshows — after a few seasons nearly all producers know him. The popular French prop maker is opening a subsidiary in early 2019 to better serve U.S. customers. They plan to celebrate the American enterprise at the Sebring Sport Aviation Expo on January 25th.

M-Squared SLSA version of Zenith's Cruzer — image by Roy Beisswenger / Powered Sport Flying magazine

Van's Aircraft made a big change this year. After bringing in ready-to-fly manufacturing to the world's largest manufacturer of aircraft kits — the immensely popular RV line — Van's is backed up for nearly a year, reported Atlanta-based, Vic Syracuse. That wait may come down as the company ramps up its new in-house production, but it's clear RV-12 is a success story. We recorded an interview with Vic about the new model, now known as RV-12iS. Yes, it uses the Rotax engine but that's not all the changes in the renewed model. Paul Mather of M-Squared Aircraft is opening new doors. He continues to build his M-Squared models as he has for many years but now the longtime veteran of light aircraft manufacturing has diversified to provide builder assistance to owners wanting a Zenith CH-750 Cruzer powered by the Continental Motors O-200D engine. After a slow start activity has picked up and Paul is pleased with the aircraft he's added to his stable. We plan a Video Pilot Report using the model seen at DeLand

Aeromarine-LSA Merlin PSA — image by Roy Beisswenger / Powered Sport Flying magazine

Chip Erwin of Aeromarine-LSA also reported growing sales for his well-priced, fast-assembling Merlin PSA (Personal Sport Aircraft). Besides sales to customers, he is using the single place aircraft for some government duties and these activities are keeping the Florida businessman on the move, literally, and from a business evaluation. We shot a video with Jay Kurtz of South Lakeland Airport (which many Sun 'n Fun attendees know very well). After building 40 (yes, 40!) aircraft, his most recent project has been the Quick-Build Merlin. After just a single day, I'm excited to see what happens in two more days of the DeLand Showcase 2018. Look for another report tomorrow.

Day One of the third running of DeLand Showcase is complete. As Videoman Dave and I scoured the show grounds looking for good stories, we spoke to a few vendors reporting that 2018 has been a good year. Our video news gathering exercise brought a pleasant discovery. Many companies are reporting a solid year of sales. The light aviation industry is composed of many small companies. None are corporations the size of Cessna or Cirrus so they don’t require hundreds of unit sales to break even. A U.S. importer delivering 20 aircraft can experience a good year from sales and other services they offer. When several companies report noteworthy sales success it suggests the market is healthy and customers are buying airplanes they want to enjoy. In parallel, the used LSA market also appears active and a virtuous circle begins to take form. The show itself enjoyed the great organization we have come to expect from director Jana Filip.

Icon A5 Crosses America — Company Debuts a New (more affordable) Way to Own

By Dan Johnson || October 7, 2018 2 Comments

As time passed, Icon has steadily raised the price of A5. What started as an affordable seaplane with innovative features has progressed to be an aircraft that even founder Kirk Hawkins agrees can only be bought by rather wealthy owners. That same scenario can be used for Cirrus Aircraft and its SR20 and SR22 (their most expensive model that accounts for a solid majority of their sales). Each year as deliveries are tallied I am impressed that once again they found hundreds of buyers for a fixed-gear, single-engine airplane with a nearly $1 million price tag. Wealthy buyers obviously exist, but if you are not one, are you locked out of these highly engineered aircraft?

Introducing a Fractional A5

At this summer's Oshkosh event, Icon announced a new "Managed Fractional Program." They describe it as one "to allow easier and lower-cost access to A5 ownership."

Icon's "Fleet Access" program is a full-service sales and aircraft management solution that offers 50% and 25% ownership shares of the A5 and, "unlike many other programs in the industry, will also allow owners to use other shared A5 aircraft in various locations across the U.S. as if they were their own." This is different than other fractional programs I've examined and it provides all scheduled maintenance, storage, insurance, scheduling, dispatch, staging, and more. They can even help with one of their custom designed trailers.

What Icon calls their "beta version" of Fleet Access will launch in Tampa and Miami, Florida; in Los Angeles; and in the San Francisco Bay Area by fall 2018. If it works as they hope, Icon will add "up to six additional expansion sites … through the end of 2019" perhaps including bases in Texas, the Midwest, Southeast, Northeast, Pacific Northwest, and the Great Lakes.

No, this isn't a partnership program where you have to find several other partners and then administrate the cooperation. That's a fine idea but it has never become popular as it takes some level of bureaucracy. Icon eliminates that effort by managing the program itself. So, what will this cost? A 25% share — probably enough for most pilots I know — will cost $95,000 if you sign up early enough. Add to that a $900 "monthly management fee" that will cover storage, scheduling, and insurance, plus a $75 hourly fee. For many readers, this may still be too much but for some this could be a good option. If t works for you, contact Icon at this email address or call 707-564-4100. Here's Icon's dedicated page with more details.

One More Thing

If you feel the fractional program doesn't work for you, yet you admire what Icon has done …well, one more possibility exists for your involvement.

Can your interest be turned into a money-making proposition? Yes, it can. You can be an Icon Advocate. Enroll in their program and refer someone who buys — you could make $10,000. Refer someone who wants to offer A5 flight training, become a Service Provider, or join as a Sales Advocate and you can earn $15,000. Do this a few times — no limit is imposed on the program — and you might earn enough for your own airplane, though admittedly you'll have to do this many times to afford your own A5. While I could wish an A5 hadn't reached such top-of-the-category pricing*, I do applaud the California company's effort to cope with their pricing issues and the airplane is indeed a well-thought-out beauty.

Here's my review of Icon's A5

https://youtu.be/ONzOx6tEay4

* A Carbon Cub isn't priced much less than an A5 yet has steadily risen to be the top selling Light-Sport Aircraft in America.

Have you noticed how much LSA seaplanes pop up on this website and all over the web and print world? I admit to fascination with the developments these versatile aircraft are bringing to market but my attitude is shared by many others. For example, I enjoyed reading AOPA journalist Dave Hirschman‘s account of his solo trip crossing the width of the United States in an A5. Read the whole story here. Dave is an excellent writer and an experienced pilot. His account is very positive, yet balanced. Having flown the A5, I found his observations largely matched mine. However, a problem exists. As time passed, Icon has steadily raised the price of A5. What started as an affordable seaplane with innovative features has progressed to be an aircraft that even founder Kirk Hawkins agrees can only be bought by rather wealthy owners. That same scenario can be used for Cirrus Aircraft and its SR20 and SR22 (their most expensive model that accounts for a solid majority of their sales).

Sebring 2018 — Day One… “How was the first day?”

By Dan Johnson || January 24, 2018 1 Comment

Sponsor CubCrafters placed one of their well-decked-out aircraft at the main terminal entrance to Sebring 2018.

For all who could not attend, our title forms a common question. On day one of the fourteenth running of the U.S. Sport Aviation Expo, even many onsite asked how the first day went; I'll bet I heard the question a dozen times. Short answer: A great start! The airport that hosts the annual event lucked out with a day of gorgeous weather, in the high 70s (25° C). Clear blue skies and modest breezes made for a beautiful beginning. They booked a full display of more than 100 vendors and plenty of shiny aircraft to examine. Morning hours looked to have reasonably good attendance; the parking lot was on its way to a good fill at 8:30 AM. These shows rarely seem crowded — and that's not a bad thing if you want to talk to an aircraft designer or take a demo flight — but at times various aircraft were surrounded by visitors. It looked pretty healthy.

Scott Severen is taking over all sales of Jabiru in North America.

Four vendors reported sales by mid-morning. Perhaps these buyers had already decided to act and just wanted one more look or to ask one more question but how is that different than any other show? (Do you really think any airline places a billion dollar order at the Paris Air Show because they finally saw what they liked? Of course not, purchases are planned in advance but they use the show to help the buy make the news.) Some non-airframe equipment vendors reported a solid day to Mike Willingham, the airport director and man in charge of the 14-year-old event.

Aircraft of Interest

Icon is on display and in the water at Sebring 2018.

We saw a rare sighting of an Icon A5 on display with another on a lake doing demo flights. The California company has in several recent years limited its airshow appearance to a splashy big tent at Oshkosh. It was good to see the team from the factory's flight school and operation in Tampa, Florida make a showing. Scott Severen as US Sport Planes made his first appearance as the new man handling sales nationally for Jabiru, focused on their J230-D and J170-D models. Scott has played many important roles in light aviation and he's a veteran choice to take over from Pete Krotje and his Shelbyville, Tennessee team as Pete slides gracefully into a well-deserved retirement, as he has planned for a couple years.

Aeropilot USA's L600 appears to be enjoying a warm reception.

Aeropilot USA boss, Deon Lombard, reported a solid first year with six sales of the L600. He also added a dealer in the east while he handles the west from his California base. From what I could see, interest is growing for this handsome 80%-scale 182 lookalike done in composite. We looked over the HKS-powered Merlin Chip Erwin brought on behalf of his Aeromarine-LSA company based in the Tampa area. Videoman Dave and I are charging around scooping up videos and knocked out seven or eight on Day One. Look for plenty of fresh video in the weeks ahead to follow Dave's deluge of videos in advance of Sebring. Tomorrow's forecast: another fine day (or two or three) ahead, weatherwise with airplane noise first thing and all day! C'mon down if you can…

For all who could not attend, our title forms a common question. On day one of the fourteenth running of the U.S. Sport Aviation Expo, even many onsite asked how the first day went; I’ll bet I heard the question a dozen times. Short answer: A great start! The airport that hosts the annual event lucked out with a day of gorgeous weather, in the high 70s (25° C). Clear blue skies and modest breezes made for a beautiful beginning. They booked a full display of more than 100 vendors and plenty of shiny aircraft to examine. Morning hours looked to have reasonably good attendance; the parking lot was on its way to a good fill at 8:30 AM. These shows rarely seem crowded — and that’s not a bad thing if you want to talk to an aircraft designer or take a demo flight — but at times various aircraft were surrounded by visitors.

Icon Updates: Crash Cause …yet Onward with Deliveries

By Dan Johnson || August 10, 2017 Leave a Comment

Icon Aircraft CEO Kirk Hawkins shared a computer depiction of events leading to the crash of an A5 flown by factory chief pilot, Jon Karkow. From A5's onboard black box Icon engineers assembled a second-by-second path for the ill-fated Light-Sport Aircraft. The data showed speed, power settings, flap position, and more.

According to the Napa Valley Register relating a National Transportation Safety Board report, "Pilot error caused the crash that killed two men in a small airplane on May 8, 2017 in Lake Berryessa." NTSB wrote, "The pilot, Jon Karkow, of Icon Aircraft in Vacaville, was flying too low, and mistakenly entered a canyon surrounded by steep rising terrain." The investigative agency said Karkow had taken off from the Nut Tree airport in Vacaville at 8:50 a.m. accompanied by passenger, Cargi Sever, a new Icon employee. The pilot intended to take Sever on a familiarization flight in the Icon A5 amphibious Light-Sport Aircraft, said NTSB. "It is likely that the pilot mistakenly thought the canyon that he entered was a different canyon that led to the larger, open portion of the lake," NTSB stated. "Additionally, it is likely that, once the pilot realized there was no exit from the canyon, he attempted to perform a 180° left turn to exit. Based upon performance information, the airplane would have not been able to climb out of the rising terrain that surrounded the area, which led to his failure to maintain clearance from terrain." Readers may examine the full NTSB report. That report states that the airplane appeared to be operating normally at the time of the accident, noted Icon. "A post‐accident examination of the airframe and engine revealed no evidence of any preexisting mechanical malfunctions that would have precluded normal operation.” “It’s been a challenging year for sure,” said Kirk. “It was always Jon’s dream to do a production aircraft that embodied the fun of flying in its purest form. The A5 represents that vision and we are committed to carrying it forward in his honor.” The company offered this thoughtful tribute to Karkow.

Customer Deliveries Begin

Entrepreneur Julian Gates enjoys his A5 in Southern California.

Icon reported delivering six A5 LSA to customers in June and July. "These are the first customer deliveries the company has made since announcing a production delay last spring," said Icon. The owners are located in Washington, California, Montana, and Texas.

Early customer Mike Sievert of Seattle, Washington said, “A5 is so easy to use and Icon has gone above and beyond with the flight training, maintenance preparation, and the plane itself.” Another new owner Julian Gates, reported flying his A5 to Lake Powell over the 4th of July weekend. “I admit I was a little concerned at first given the 3,600-foot lake elevation and temperatures over 100°F every day," Gates said. "While you can certainly feel the effect of the 8,000-foot density altitude, we flew the aircraft daily at gross weight off the water."

Mike Sievert is COO of T-Mobile in Seattle, Washington. He poses by his A5 with wife Suzanne.

New owner Bill Harris, a Silicon Valley entrepreneur, took delivery on one A5 and has a second on order for the east coast. "A5 a blast to fly," he exclaimed. "It inspires me to explore in a way that no other airplane does.” In my interview with Kirk Hawkins, I probed about Icon's plans for the future.

"We have completed our own state-of-the-art composites manufacturing facility in Mexico to build carbon fiber airframes at high rate." I asked if this was a wholly owned facility. Kirk confirmed that while a contractor built the facility, it will be operated by Icon officials that have experience working in the country. "The new facility is has started supplying airframes," Kirk said. "The first model year 2018 A5s with Icon-made airframes will be ready for delivery in September, 2017. A5 production will ramp up gradually for the remainder of 2017 and then accelerate rapidly throughout 2018."

Another entrepreneur Andy Wilcox flies his A5 on lakes in picturesque Montana.

I asked specifically about the 135-horsepower Rotax 915 iS to come out this fall. While Icon will look at the engine, Kirk expressed no current plans to convert to the new powerplant, saying his engineers are very pleased with the performance from the 100-horsepower 912 iS Sport. Both these ECU-monitored engines collect data that can help optimize use of the engine. They can point to problems ahead of time when the data is examined by the Austrian company. That helps mechanical problems arise less often but as the Karkow accident shows, the pilot still plays the primary role in operating the aircraft safely. Watch our 25-minute video flight report on A5.

Icon Aircraft CEO Kirk Hawkins shared a computer depiction of events leading to the crash of an A5 flown by factory chief pilot, Jon Karkow. From A5’s onboard black box Icon engineers assembled a second-by-second path for the ill-fated Light-Sport Aircraft. The data showed speed, power settings, flap position, and more. According to the Napa Valley Register relating a National Transportation Safety Board report, “Pilot error caused the crash that killed two men in a small airplane on May 8, 2017 in Lake Berryessa.” NTSB wrote, “The pilot, Jon Karkow, of Icon Aircraft in Vacaville, was flying too low, and mistakenly entered a canyon surrounded by steep rising terrain.” The investigative agency said Karkow had taken off from the Nut Tree airport in Vacaville at 8:50 a.m. accompanied by passenger, Cargi Sever, a new Icon employee. The pilot intended to take Sever on a familiarization flight in the Icon A5 amphibious Light-Sport Aircraft, said NTSB.

Information on Icon A5 Incidents; Preliminary Details

By Dan Johnson || May 16, 2017 3 Comments

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.

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.

Icon Aircraft Advances Work of A5 Production

By Dan Johnson || December 20, 2016 Leave a Comment

However, the company has been so long in coming to market that they've also created a group of naysayers. I see it as similar to the elections Americans just endured where one or the other candidate has some vigorous supporters and large chorus of those espousing #NotSomebody.

Indeed when Icon announced a production slowdown this spring, the latter group grew louder. The company said it was "in order to improve the supply chain and production processes." Not everyone believed them; it depended on which camp was doing the listening.

"Those changes are well underway thanks to a new composites manufacturing facility currently being built in Mexico and ongoing low-rate aircraft production in California," said Icon. They added that the California experience is "giving [our] manufacturing team insight into how to most efficiently build the A5."

Recently, A5 serial number 16 (out of a claimed 1,800 orders) rolled off the California production line, Icon reported. "It is receiving its FAA Certificate of Airworthiness this week." Icon added that the California factory will continue producing A5 aircraft at a low rate until the new composites manufacturing facility is completed. "This will allow the company to in-source the production of all composite airframe components once full-scale operations begin in March."

Meanwhile, south of the border (south of that famous wall The Donald wants to build)...

"The new 306,000-square-foot facility in Mexico will be finished in the coming weeks, and the installation of manufacturing systems and building improvements is already underway," said Icon. "The first airframe parts made at the new facility will be completed May 2017, with customer deliveries scheduled to begin next fall."

Some will surely lament that this means another year delay. (...sigh!)

"In the meantime, {the company] is occupying a temporary 34,000-square-foot building nearby where direct-labor training and limited composite fabrication have already begun," explained the California company. "Parts made at the new factory will be shipped across the border to the Vacaville factory, which will continue the A5 manufacturing process as it does today, including paint, systems installation, quality control, flight test, and aircraft deliveries."

Meanwhile here in the USA, specifically at one of three sites including the newest in Tampa, Florida...

In November, almost precisely as the DeLand Showcase ran its inaugural event, Icon began flight operations at the Peter O. Knight airport (KTPF) in Tampa, Florida. Those who know the area or who attended the AOPA convention in Tampa back in 2005 know this charming airport right on the water in the central Florida city on the Gulf of Mexico.

"The new flight center is Icon's first East Coast facility and offers the same courses as the flagship flight center at the company's headquarters in Vacaville, California," clarified Icon. Courses range from a single introductory A5 flight to a full Sport Pilot License with water endorsement for zero-time pilots. "[We] also offers transition courses for pilots already holding landplane or seaplane ratings." Courses are open to both A5 deposit holders and the general public.

Icon said it selected Tampa and Peter O. Knight because of the year-round flying weather, outstanding water flying, and the airport's convenient location just 10 minutes from downtown Tampa.

To learn more about Icon's Flight Centers, go to this website or send them email or call 707-564-4100.

More than any other one light aircraft company tends to resemble a Silicon Valley company (indeed, they are not location too far away, in Vacaville, California). Icon Aircraft markets like the big tech companies with compelling messages, visually striking images, and impressive airshow displays (albeit almost exclusively at AirVenture). They’ve managed to capture all kinds of media in and out of aviation. Cessna or Piper wishes they could market as well as Icon. However, the company has been so long in coming to market that they’ve also created a group of naysayers. I see it as similar to the elections Americans just endured where one or the other candidate has some vigorous supporters and large chorus of those espousing #NotSomebody. Indeed when Icon announced a production slowdown this spring, the latter group grew louder. The company said it was “in order to improve the supply chain and production processes.” Not everyone believed them; it depended on which camp was doing the listening.

LSA News: DeLand, Icon Deliveries, Dynon Deal

By Dan Johnson || September 27, 2016 Leave a Comment

DeLand Showcase — The eighth annual Midwest LSA Expo occurred in early September in Mt. Vernon, Illinois at the municipal airport. While lacking the immense crowds of the major airshows, it regularly draws a good number of exhibitors as those representatives report they sell airplanes at these more intimate events. Smaller gatherings allow more face time between prospective buyers and those offering airplanes and other products.

Next up is a brand new trade show, the first one, an inaugural event. I hope those in Florida and other southeastern states will consider traveling to DeLand, Florida for the first-ever DeLand Showcase. Led by Jana Filip who gained experience running the Sebring LSA Expo and solidly backed by airport manager John Eiff and the city of DeLand, the event is approaching a full sell-out for exhibitor space so visitors should have plenty to see.

See this earlier article for more about the DeLand Showcase and stay tuned here for updates as the date grows closer. DeLand 2016 is scheduled for November 3rd through 5th.

Icon Aircraft — The A5 developer is finally making deliveries... albeit with a difference. The California developer of a now-well-known LSA seaplane stated that it will build approximately 20 aircraft for delivery in 2016. "Those aircraft ... are being placed at Icon Flight Centers around the United States so that customers and the public can experience them firsthand," said Icon in their fall newsletter. Customers have reportedly agreed to lease aircraft back to Icon for this purpose in exchange for the manufacturer maintaining, storing, and insuring it. That might turn out to be a dandy idea for owners that live near an Icon Flight Center.

Julian Gates is one such customer that officially owns A5 serial number 008. Icon said Gates is the president of a semiconductor company and an avid water sports enthusiast and pilot. They reported that he has taken his aircraft out several times since buying it this summer, including a weekend trip to Lake Tahoe over the 4th of July weekend (nearby photo). "I have been flying for 20 years, owned several aircraft, and checked out/flown 20+ different planes including acrobatic aircraft," said Gates, as relayed by Icon Aircraft. "Flying the A5 was the most fun I have ever had in a plane. I was blown away. I came back after each flight with a huge grin on my face."

Icon also continued to trumpet their new Tijuana, Mexico composite facility as reported at the end of this earlier article.

Dynon Avionics — The game-changing maker of digital cockpit instruments asked, "Do you have a D10/D100 series-equipped-aircraft that you've been thinking about upgrading to a SkyView? Perhaps you are thinking about your 2020 ADS-B Out compliance plan..." If you can answer affirmatively to either or both those questions, Dynon has a nifty deal for you.

"We're thanking our D10/D100 series customers with a limited time offer," noted the company in a eNewsletter just sent out. "Upgrade to a new SkyView or AFS system with 2020-compliant ADS-B Out between Sept 26, 2016 and November 30, 2016, and Dynon will rebate 75% of the price of eligible D10/D100 series instruments you already own when they are traded-in. An exact rebate schedule is shown at the link below.

Like others, I am ever-attentive to offers like this. I've enjoyed flying with both D10 and D100 instruments but they are starting to look like that laptop computer you bought ten years ago. Sure it still works and does everything it did when you first got it, but it no longer does the amazing tricks the newer devices can do.

Sweet offers often have some restrictions. Dynon stated, "This offer is limited to the first 50 customers" so you should act soon to take advantage. As with most such offerings a few other rules are attached, Check the entire program at their dedicated rebate page.

DeLand Showcase — The eighth annual Midwest LSA Expo occurred in early September in Mt. Vernon, Illinois at the municipal airport. While lacking the immense crowds of the major airshows, it regularly draws a good number of exhibitors as those representatives report they sell airplanes at these more intimate events. Smaller gatherings allow more face time between prospective buyers and those offering airplanes and other products. Next up is a brand new trade show, the first one, an inaugural event. I hope those in Florida and other southeastern states will consider traveling to DeLand, Florida for the first-ever DeLand Showcase. Led by Jana Filip who gained experience running the Sebring LSA Expo and solidly backed by airport manager John Eiff and the city of DeLand, the event is approaching a full sell-out for exhibitor space so visitors should have plenty to see. See this earlier article for more about the DeLand Showcase and stay tuned here for updates as the date grows closer.

Aircraft Spruce—WideBody FK9—Icon in Tijuana

By Dan Johnson || September 5, 2016 Leave a Comment

Article Updated 9/7/15 — See new information at the bottom of this article.

Coming up TOMORROW! — September 8-9-10, 2016 — is the Midwest LSA Expo. I'm on-site for all three days in Mt. Vernon, Illinois. More info: Midwest LSA Expo. Only six years after Steve Jobs proudly announced the first iPad, the tablet device seems to have fully conquered aviation. Airline captains routinely use iPads in lieu of bulky printed instrument charts. GA airplane owners with analog panels commonly use an iPad to join the digital revolution without needing to get FAA's permission. And, LSA developers often accommodate the iDevice; indeed, some Light-Sports make do solely with iPads, occasionally multiple devices. Despite his visionary prowess, I bet Steve Jobs never imagined such a result. Unfortunately, he didn't live long enough to see the cockpit transformation his gizmo caused.

However, if you've flown with an iPad, you know you need some way to hold it that allows access to its wealth of information without interfering with airplane operation. No problem. Aircraft Spruce is now offering AirGizmos Airmounts with fixed, tilt, and suction capabilities for your iPad Mini or iPad Air. GA pilots (or anyone with a panel full of steam gauges) can use mount designed to fit standard 3.125-inch instrument holes. The AirGizmos Airmount can be placed on your panel and hold securely," said Aircraft Spruce reps. "With Tilt Mount, AirGizmo allows for a 16-degree tilt up or down for a convenient viewing while flying. For those looking for a mount for a rental aircraft, or a lack of space on their panel, try the suction mount. The AirGizmo with Suction Mount holds your iPad securely using a heavy duty suction cup to attach it to your windshield or any other smooth surface." As the nearby image shows, the mounts can also work for Android devices. Aircraft Spruce's complete product line is available at the company website. Readers may request a complimentary copy of the company's free 1,000+ page catalog here (available in print, CD, or PDF formats).

One of the longest-selling, still-in-production light aircraft is the FK Lightplanes FK9. It was first debuted at the 1989 Aero show in Germany, giving this venerable model a 27-year history, a few months longer than another veteran, Tecnam's P92 Echo. Both have seen numerous variations on the theme and both have worn the passage of time like a comfortable coat. More than 500 FK9s are flying. In the last year, FK Lightplanes — formerly a German company now based in Poland and run by a South African — addressed frequent comments from FK9 pilots seeking more space. "We launched a WideBody version of our FK9 MkV model," said company director Roland Hallam. The difference is 10 centimeters or about four inches, but that width change makes more difference than it sounds from the number alone. As some experts have noted, you cannot perceive the extra width from the outside of this handsome airplane but you will enjoy it once inside. In addition, as you can see in the nearby photo, FK Lightplanes has also added amphibious floats to the FK9. "We had already installed straight floats to the FK9 MkV but — working with Czech developer Josef Fillinger — we installed amphibious floats on our WideBody, including four retractable gear." Roland added, "Unfortunately, the amphib float system alone weighs 264 pounds, so we can only sell this version into the 600-kg LSA countries, like you guys in the States." The WideBody version also gained outside access to the luggage compartment that can hold up to 22 pounds. Find out more about FK Lightplanes in the USA by contacting Hansen Air Group.

According to an online news report from Tijuana, Mexico, "Icon Aircraft announced ... the establishment of a production plant in the city of Tijuana, Baja California, [to build] the entire structure for A5." Icon reportedly expects the plant to be completed in early 2017 after which the operation will be "delivering structures of carbon fiber fuselages to its facilities in [Vacaville], California for final assemble and flight testing." The report continued, "Icon will begin its serialized production and has selected the city of Tijuana as the ideal location for the production of composite components because of Tijuana's established industrial infrastructure, skilled, labor, and proximity to the Vacaville, California factory." "With an investment of more than $150 million and employment for over 1,000 people, this event marks the prelude to a significant project that will benefit both the city and the country," the report detailed. A presentation ceremony is planned for Thursday, September 8th at the Tijuana Cultural Center at which the report said Icon CEO Kirk Hawkins will be joined by Mexican government authorities and private sector representatives. Plans back in 2012 called for Cirrus Design to make Icon A5 composite parts in one of its Minnesota facilities but this plan has not been mentioned in company announcements since. Perhaps now we know why. Article Updated 9/7/15 — After I broke this story thanks to a tip from an alert regular reader, other aviation media jumped on the hot news and Icon followed with a formal news release.

On September 7, 2016 Icon announced "the construction of a new facility in Tijuana, Mexico as part of a revised production plan announced in May. The company decided to produce its own composite components, a manufacturing process that was previously outsourced to several suppliers." The new facility, which Icon reports will start operations in November, 2016, covers approximately 300,000 square feet and will fabricate composite components for the A5. CEO and Founder Kirk Hawkins said, "By bringing composite fabrication in-house, we will be able to ensure that components meet Icon's strict quality and cost standards while also allowing us to more rapidly implement changes." Thomas Wieners, Icon's VP of Manufacturing, led construction and operation of Bombardier Recreational Products' (BRP) facility in Querétaro, Mexico, where the company related to Rotax Aircraft Engines makes Sea-Doo watercraft and other products. He said TIjuana is "ideal" for Icon because of the Mexican city's "infrastructure and skilled labor force, including composites and aerospace expertise."

Article Updated 9/7/15 — See new information at the bottom of this article. Coming up TOMORROW! — September 8-9-10, 2016 — is the Midwest LSA Expo. I’m on-site for all three days in Mt. Vernon, Illinois. More info: Midwest LSA Expo. Only six years after Steve Jobs proudly announced the first iPad, the tablet device seems to have fully conquered aviation. Airline captains routinely use iPads in lieu of bulky printed instrument charts. GA airplane owners with analog panels commonly use an iPad to join the digital revolution without needing to get FAA’s permission. And, LSA developers often accommodate the iDevice; indeed, some Light-Sports make do solely with iPads, occasionally multiple devices. Despite his visionary prowess, I bet Steve Jobs never imagined such a result. Unfortunately, he didn’t live long enough to see the cockpit transformation his gizmo caused. However, if you’ve flown with an iPad, you know you need some way to hold it that allows access to its wealth of information without interfering with airplane operation.

Icon Aircraft — A5 (Video Pilot Report)

By Dan Johnson || August 19, 2016 2 Comments

Finally! I got to fly Icon's long-awaited A5 LSA seaplane. In a word: superb. Well done, Icon. In this 25-minute video join Icon Sales VP, Craig Bowers, and me as we run the highly-anticipated Light-Sport through its paces including a series of stalls that show the value of their hard work to create a spin resistant airframe. No airplane is perfect for every buyer but the California designer and manufacturer hit just about every correct note. We bet you'll really enjoy this one.

Finally! I got to fly Icon’s long-awaited A5 LSA seaplane. In a word: superb. Well done, Icon. In this 25-minute video join Icon Sales VP, Craig Bowers, and me as we run the highly-anticipated Light-Sport through its paces including a series of stalls that show the value of their hard work to create a spin resistant airframe. No airplane is perfect for every buyer but the California designer and manufacturer hit just about every correct note. We bet you’ll really enjoy this one.

Icon Aircraft — A5 Seaplane (2012)

By Dan Johnson || August 19, 2016 Leave a Comment

Icon's A5 has been so shrewdly promoted that the Southern California company has gathered nearly 1,000 delivery position orders. Some folks wonder if it will make it to market. In this summer 2012 video, we speak with CEO Kirk Hawkins and ask him about a new development -- involving spin resistant airframe -- that may have delayed production but produced some very interesting results that those waiting owners should love. Enjoy many flying photos while we talk.

Icon’s A5 has been so shrewdly promoted that the Southern California company has gathered nearly 1,000 delivery position orders. Some folks wonder if it will make it to market. In this summer 2012 video, we speak with CEO Kirk Hawkins and ask him about a new development — involving spin resistant airframe — that may have delayed production but produced some very interesting results that those waiting owners should love. Enjoy many flying photos while we talk.

Icon Aircraft — A5 Seaplane (2011)

By Dan Johnson || August 19, 2016 Leave a Comment

One of the biggest splashes - literally and figuratively - in the Light-Sport Aircraft industry was the entry of California's Icon A5. The super sleek LSA design is new nose to tail, wingtip to wingtip. In fact, no one ever saw anything quite like the A5. Mainstream media has fallen in love with the distinctive design. Join us for our LSA Insider view.

One of the biggest splashes – literally and figuratively – in the Light-Sport Aircraft industry was the entry of California’s Icon A5. The super sleek LSA design is new nose to tail, wingtip to wingtip. In fact, no one ever saw anything quite like the A5. Mainstream media has fallen in love with the distinctive design. Join us for our LSA Insider view.

Icon Downshifts, Softens Tough-Love Contract

By Dan Johnson || May 25, 2016 Leave a Comment

On a conference call with aviation media, Icon Aircraft sought to mitigate blowback from the 40-page contract announced just before Sun 'n Fun 2016. Plenty of people took them to task and several position holders reported dissatisfaction with some of the more burdensome aspects of the lengthy legal document.

"We [messed] that up," CEO Kirk Hawkins told me at Aero 2016, adding that they would take action on it quickly. Since his comment in late April, the purchase agreement, meant to protect the company's brand, intellectual property, and legal liability, was heavily revised. Cut from 40 to 11 pages, the new agreement removes a 30-year life limit on the airframe. Neither will Icon install cockpit audio and video recorders. Numerous other changes should encourage position holders to sign the dotted line.

Several aviation news outlets have faulted the company for continuing to take orders while production appeared stalled, for issuing a contract no one could love except lawyers, and for tightly controlling the journalist flight experience. For the record, I was one of those. However, other than insisting on supplying all photos to me and limiting my flight time to 30 minutes, I was allowed to fly the airplane as I wished. Afterward, Hawkins and chief pilot Jon Karkow also solicited my opinion on changes I'd prefer.

Icon also sharply rolled back their production forecast. At Sun 'n Fun representatives were saying 175 aircraft would be produced in 2016. Today that number was dropped to 20 A5 LSA seaplanes. The news release indicated that seven have been built (photo) with eleven more currently in production. Our review of the FAA database showed a total of four as of the beginning of April.

In the conference call and in a press release, Icon also said, "These changes are part of a strategy to improve the A5 production processes and manufacturing supply chain while simultaneously supporting flight training for Icon customers." Icon reported that they have received a total of "30 composite aircraft sets." They added, "We've learned that our production process and parts of our supply chain are not yet ready for high-rate production."

Because of these major changes for the 10-year-old company, they will make "temporary workforce reductions primarily of the aircraft assembly team." In the meantime, Icon said that their investors are sticking with them and will commit to a "substantial infusion of new capital."

"Most customers can expect a delay of approximately one year from their previous estimated delivery dates." One can almost hear a collective groan from more than 1,000 customers who have already been waiting, in some cases for several years.

"I realize this news will be as big a disappointment for many of our customers as it is for us," Hawkins was quoted as saying. "I wish there were a better answer."

While the company works to make ready a more substantial production effort, they will focus on Icon Flight Centers, with locations in Texas and Florida to add to the home base one in Northern California. Several of the first 20 airplanes will be allocated to the California training facility.

On a conference call with aviation media, Icon Aircraft sought to mitigate blowback from the 40-page contract announced just before Sun ‘n Fun 2016. Plenty of people took them to task and several position holders reported dissatisfaction with some of the more burdensome aspects of the lengthy legal document. “We [messed] that up,” CEO Kirk Hawkins told me at Aero 2016, adding that they would take action on it quickly. Since his comment in late April, the purchase agreement, meant to protect the company’s brand, intellectual property, and legal liability, was heavily revised. Cut from 40 to 11 pages, the new agreement removes a 30-year life limit on the airframe. Neither will Icon install cockpit audio and video recorders. Numerous other changes should encourage position holders to sign the dotted line. Several aviation news outlets have faulted the company for continuing to take orders while production appeared stalled, for issuing a contract no one could love except lawyers, and for tightly controlling the journalist flight experience.

Video Pilot Report: Icon Aircraft A5 LSA Seaplane

By Dan Johnson || September 29, 2015 Leave a Comment

Icon has come a long way since it was first announced but the finished product is a roaring success at design, brilliantly aimed at its target market of new or returning pilots.

Call it the Quintuple Crown of aviation marketing, capturing five magazine covers in the same month. Think about what that took to achieve.

A5's interior looks like a luxury car, by very explicit design. Remember, they hope to appeal to non-pilots thus a more familiar (and handsome) interior was needed.

In addition to their engineering staff, Icon retained Adam Morrison of Streamline Design to consult on meeting ASTM standards, about which Morrison is an international expert. A tribute to their engineering staff and Streamline, Icon easily passed FAA audit in June 2015.

Come on along for our Video Pilot Report on A5, appearing just below. Before the engine even started I was already smiling. So might you.

The Video Pilot Report below may be one of the most anticipated VPRs my video partner Dave and I have produced. I did the flying at AirVenture Oshkosh 2015 on Lake Winnebago in late July, but because Icon preferred to provide the video footage, it has taken some weeks to put it all together. Production of one of these VPRs is a two-part effort. First, I invested some time to get to where Icon did their demo flying (away from all the other flying locations associated with Oshkosh). Weather and the company's desire to take aloft a reported 150 of their waiting owners forced a couple schedule changes. Since returning home, we worked with several helpful folks at Icon to assemble all the right video pieces. Finally, Dave invested many hours editing what you see below (or here). Our video should show you most of what you want to see about this impressive LSA including water takeoffs and landings, in-flight maneuvering, stalls (such as they are), low flying over the water, and the interior of the airplane including Icon's highly emphasized Angle of Attack indicator. At times, the audio is a bit abrupt because the noise-canceling quality of the connection stopped when we were not talking yet I think you'll find lots to like in the 25-minute video. Thanks to their very professional marketing and shrewd planning, Icon Aircraft grabbed the golden ring, capturing no less than five of aviation's top magazine covers in the same month. I've been in aviation longer than I care to admit and I don't believe I've ever seen that. It is the airplane equivalent of winning horse-racing's Triple Crown. Icon has since been flying a number of journalists from non-aviation publications. If you read those pilot reports in print magazines, you observed that every author gave glowing reviews. Were those writers swayed by Icon's superb media handling or is A5 that good? It's a valid question. After I returned from my flight more than one person hearing my complimentary assessment said, "Aw, you just drank the Icon Kool-Aid." You can believe I succumbed to the Icon "reality distortion field" (a phrase attributed to another great marketer, Steve Jobs) but I have overwhelmingly good things to say about A5. The LSA is artistically achieved, flies well, is comfortable, and oozes outdoor sports sex appeal. They nailed the stall characteristics that can confound new pilots, who have been the company's primary target since I first met CEO Kirk Hawkins while on the EAA Sport Pilot Tour back in 2005 ... a time when he remembers being "just one guy with a business card." After my flight and before returning to Wittman Regional Airport, I sat for nearly an hour in TJ's restaurant where Icon did their demo flying so I could type notes on my iPad. What appears below are some of the balancing remarks. I flew with Craig Bowers, an ex-military jet jock. His military training showed in various ways (as you might notice on the video below) but that background gave him a solid grounding in the use of an AoA indicator. The instrument is widely used on fighter aircraft. I have deep respect for AoAs, and Icon has done a lot to increase pilot awareness of it. However, most recreational or GA pilots are not used to flying with one and it takes some relearning. You'll hear Craig often refer to "on-angle white." This is AoA talk and perhaps the best thing I can recommend is for you to watch the AoA — the uppermost instrument in front of the pilot — as we maneuvered. While AoA use may not be automatic for pilots used to keeping a sharp eye on airspeed, most will quickly adapt to the Icon AoA presentation. I've often used the AoA indicator in Dynon's SkyView instrument — this can be added for very modest hardware cost — but I don't find their implementation as informative. Like others, they use a series of colored lines and chevrons where Icon's simple analog wing-airfoil needle is much clearer in my opinion. A5 handling is very predictable and reassuring. I'd call it about as good as it gets for a student pilot, or for that matter, for most of us. Those of you who love aerobatics or seek feather-light handling with snappy response might be less satisfied. Icon has repeatedly said they seek those two million Americans who got their Student Pilot certificate and then abandoned the pursuit, perhaps as life got complicated for them. I sincerely hope Icon can sell every one of them an A5 and I wholeheartedly applaud the effort to go after that largely-ignored market. A5 handling should suit all returning students. As you heard in the video, I'd prefer an altimeter better suited to seaplane flying, which is commonly done at low altitudes. The installed single pointer model moves only about one centimeter for 1,000 feet; we never went above that altitude in 25 minutes of flying. I'd also like a more tactile trim button. The installed one slid fore and aft and you had to check an indicator to know where it was set. Finally among my few gripes, a forward-opening canopy can be difficult to escape in an upset although open side windows would allow egress for determined occupants. Of course, such a problem is remedied by not forgetting to have the gear retracted on water landings. One downside of open windows — which I otherwise loved immensely — came in the rough water conditions of the day. I got doused good once when we caught a wave. Fortunately, the iPhone I had belt-clipped on the outside survived the soaking. Some pilots yearn for the fastest airplane they can fly without a Medical and they benefit from numerous LSA choices that can hit the 120-knot (138 mph) speed limit. Icon's A5 is not one of them. A few speeds for you — cruise is 85-95 knots with what I'd call a relaxed cruise at 75-85; maximum speed (or Vh) is listed in the brochure at 95 knots or 109 mph; stall comes at 39 knots with full flaps and 45 clean. We cruised the shoreline at low altitude at 70 knots at 4500 rpm at which power setting the Rotax 912 iS burns around 3-3.5 gph. As you hear on the video, sink rate with the prop windmilling in a stalled configuration is about 900 fpm; although it would be a very firm touchdown, this is slower than the descent rate under parachute. Speaking of the latter, Icon's brochure states, "Due to Icon's exemption to the U.S. LSA weight limit ... the Icon Complete Airplane Parachute is mandatory for U.S.-registered A5 aircraft. Complete Airplane Parachute pricing is not included in the estimated price." The comment brings up the last gripe I'll offer. Any seaplane costs more than a comparable land plane. Modestly priced models like Searey or Super Petrel run $150,000 or so, already beyond many budgets. Icon with a parachute and popular options will run well over $200,000 in 2015 dollars. Here's a few more stats — Icon said useful load is 430-550 pounds. With, say, 15 gallons of fuel, you'll have 340-460 pounds of payload. A5's baggage area can hold 60 pounds. Craig believed we flew at an empty weight of 1,075 pounds, which included four Go-Pro cameras and their mounts but an unstated amount of fuel. In closing, I would give Icon an A-minus grade. A5 is imaginatively designed and should satisfy a large percentage of pilots or wannabes. No airplane ever designed is perfect for every buyer and neither is A5. Yet had I worked to create this flying machine I would, rightly so, be immensely proud of my achievement. I salute Team Icon's effort and wish them the best as they ramp up production to meet a record-setting order book of some 1,500 deposits.

DemoVenture 2015 — Flying at Oshkosh

By Dan Johnson || August 21, 2015 Leave a Comment

Your author finally got a chance to fly the Icon A5 at AirVenture Oshkosh 2015. Watch for an upcoming Video Pilot Report on this warmly-received LSA seaplane.

M-Squared's Breese 2 powered by a Rotax 912 flew many demo flights and drew the vice mayor from the Chinese city of Anyang who visited AirVenture with a delegation.

The ultra-deluxe Revo trike flew an impressive number of demo missions. The Chinese group see interest in weight shift aircraft in their country and paid a visit to Evolution Trikes' display. See plenty of activity on a fun video found on Evolution's Facebook page (August 17, 2015 post).

Shows like Sebring and Midwest LSA Expo are known for being great places to demo fly a Light-Sport or light kit you may be considering to buy. They earned that reputation because it is typically much easier to fly at those lower-key, less crowded events than at giant shows like AirVenture. However, some companies make demo flying a mission at Oshkosh and this article covers three that delivered an exceptional number of demo flights. Icon reported doing around 150 demonstration flights in the first public outing of the long-awaited LSA seaplane. Writers for aviation's largest magazines got their private crack at the new bird beforehand ... since returning from Oshkosh, I've seen A5 on the covers of Flying, AOPA Pilot, Sport Aviation, and Plane & Pilot. That's an enormous splash. I can't recall any single aircraft capturing all four titles in the same month, quite a credit to Team Icon for deftly executing such a major marketing push. Once arriving in Wisconsin, Icon made sure many their owners-in-waiting got a chance to fly the bird they hope to own before long. Interspersed among them, more aviation journalists got their chance. I had to bide my time until near the end of the week due to an intense schedule and a couple days of less than ideal weather, but I finally got my shot at the much-talked-about LSA. Icon staffers were very accommodating, even mounting four GoPro cameras on the A5 in which I flew with ex-military jock and now Icon's vice president of sales and marketing, Craig Bowers. Look for our coming Video Pilot Report as soon as the video editing can be completed. Icon did their demo flying off-site where they could better control the experience. A group of perhaps 15 personnel moved people in and up in a pair of A5s with some staffers first briefing each pilot while others took care of fueling, taking photos, assisting the water docking and more in the expert fashion we've come to expect from the California company. Next we move to a man I anointed as the "Demo King" of AirVenture in previous years thanks to his amazing performance at getting people aloft from the Ultralight Area runway at Oshkosh. Compared to Paul Mather of M-Squared Aircraft, Icon is a Johnny-come-lately to this activity. Beyond making SLSA and kit versions of his Breese line, Paul is also a DAR (Designated Airworthiness Representative) who assists others with getting approval for their Light-Sport Aircraft. He is very knowledgeable and very experienced. Paul reported, "We flew 98 fights, about ten of which were to area volunteers; through these flights, we put 9.8 hours on our 912-powered aircraft." Paul has always been gracious about getting hard-working volunteers a chance to see their area as a form of reward for their hours of unpaid work. He added, "We also did two photo shoots for EAA." He explained that the photography missions were done with an automatic camera that captured more than 3,000 pictures, at least one of which EAA used in giant size in the main area of the event. "The automatic camera was operated by a subcontractor from National Geographic magazine." He was a very large fellow further proving the strength of Paul's open cockpit airplane. "His fisheye lens took in almost the entire field at Oshkosh," Paul added. Paul was member of our travel delegation to China, where he found sales for his M-Squared models. Of our group, he was one who had earlier experience in this part of the world. His flying machines may fit an emerging aviation market due to very reasonable prices (less than $40,000 for a ready-to-fly SLSA) and being simple to fly. As seen in the inset photo, Anyang vice mayor Zhang Manru visited Paul's display along with other associates from China. Evolution Trikes made another airshow splash. Although they set a blazing pace for demo flying — more on that below — what may distinguish the company the most was their trek from central Florida in four Revo weight shift aircraft, a 17-hour journey. Anyone who says trikes can't fly long distances evidently never examined one from Evolution. Evolution's Larry Mednick reported that AirVenture 2015 was "one of the busiest shows I can remember. The flight pattern in the 'Fun Fly Zone' was so full it was difficult to get a chance to land at times." He added, "The flight line was packed with smiling faces watching the takeoffs and landings that were happening every few seconds." He observed that more people than ever evidently wanted to experience the fun instead of just sitting on the side lines." "We flew two Revo aircraft almost every minute we were allowed to fly and we had a line of folks holding onto yellow waivers waiting for their opportunity to go up next." The Revo demo pilots kept very active — a fact many in the Ultralight Area noticed. Larry reported more than 120 demo flights given. "One of my fondest memories is of a young boy who was next in line to fly when the field shut down operations," recalled Larry, who promised the lad he could fly the next day. "Sure enough the youngster walked up to our booth with his yellow waiver in his right hand while waving with his left. His time was limited as his dad and grandfather wanted to depart soon. Concerned he might miss his chance, he trudged away with his head a bit down. Ten minutes later he came running back with the biggest smile on his face. He'd convinced Dad to wait a bit longer later so we strapped him in and off we went. He took the controls and flew better than most of the adults that had their hand at piloting a Revo earlier that week." So, three Light-Sport companies flew more than 360 demos with five aircraft. I have no way to know, but my bet is that is more than nearly all the other companies all over the sprawling grounds of Oshkosh ... combined. Bravo!

AirVenture Wrap-Up: Shiny Part 103, Icon Rising

By Dan Johnson || July 28, 2015 Leave a Comment

You cannot probably imagine the effort needed to make aluminum gleam like this effort by Steve Cole.

The big summer celebration of flight has ended. I have more info from AirVenture 2015 and next I plan a summary article. A preview includes the most positive prognosis from industry players I have seen in recent years; strong sales reported by several producers; several interesting developments or benchmarks; and a wonderful week of weather as icing on the cake. My video partner and I put in long days to secure perhaps 30 or more new videos including many on the freshest topics in light aviation. Stay tuned for more and go here to see the hundreds of videos we have posted from previous events. The Shiniest Part 103 ... We shot a video interview on the line of Hummel Aviation light aircraft, including two Part 103 models and one Experimental Amateur Built version. Toward the end of the week, one that had been sheltered in a tent on one end of the sprawling AirVenture grounds was hand towed to the Ultralight Area — called the Fun Fly Zone — so people could see this mirror-finish (highly polished aluminum) UltraCruiser in the air. The gleaming example in the nearby photos was built by Steve Cole from Indianapolis over a three year and eight month period, from plans. It meets all the Part 103 parameters — empty weight of 254 pounds; 5 gallons of fuel; 55-knot (63 mph) cruise; 24-knot stall — yet can climb enthusiastically at 1,000 fpm using its half-VW 45-horsepower engine from Scott Casler. The four stroke powerplant burns only 1.7 gallons an hour. For those a bit less ambitious or skilled than Steve, kits are also available — see next — and all models boast truly affordable prices. You may not be able to make yours look like Scott's UltraCruiser, but certainly here is a line of airplanes for those on tighter budgets, and isn't she a pretty thing that still requires no pilot license, no medical, no N-numbers, and a very simple set of rules that fit on a single sheet of paper. UltraCruiser is a Part 103 legal all-metal ultralight, although the company notes that the trigear version will be too heavy to qualify as a 103 as is a model with a full canopy. "UltraCruiser is an easy to build and even easier to fly aircraft," stated Hummel Aviation. The design can be built straight from plans up to, and including a full kit. The kit includes predrilled laser cut components. All parts are formed or welded for you. Wheels, tires, brakes, harness, and even the seat cushion is included. The kit is very complete. Everything is included to complete the aircraft less the engine, prop, spinner, and instruments. "The complete set of plans contains 26 large drawings with all bulkheads, wing ribs and skins [depicted in actual, full] size. A 30-page step by step manual is very complete. Only simple shop tools are required," said company owner Terry Hallett. As AirVenture 2015 drew to a close, Friday was the day I got to fly the A5 from Icon Aircraft. Weather as the week started delayed Icon's two-airplane demo flying schedule. Oshkosh has so much going on that my schedule also got loaded yet after a couple false starts we found a workable time slot and I finally got my chance on the most discussed airplane in the Light-Sport space. I will begin work on a more detailed A5 review in the days ahead. but following are a couple brief temptations of what to expect. A few supposedly jaded aviation journalists flew A5 and the reviews I've heard have been quite favorable. No, that's not right. They seemed to love A5. As AVweb's Paul Bertorelli put it, "coverage the A5 has gotten so far has amounted to one long sloppy wet kiss from the aviation press." Former Cessna president and EAA Chairman Jack Pelton repeatedly used words like "incredible" and "remarkable." You know ... to a great extent their warm embrace of A5 is deserved. Two of us flew A5 in 12 gusting 22 mph wind conditions and lake water with one to one and a half foot swells. As CEO Kirk Hawkins put it on my return, "not all light seaplanes could handle that." A5 did very well in those rowdier circumstances. I certainly did not fly the plane in smooth summer breezes and a gently rippled water surface. On whole, I found A5 very docile to fly. We did the Icon spectacle of pitching into a stall, holding the stick full aft (literally pulled all the way rearward) and moving the stick briskly from left to right without any upset of the airplane. Even when power was moved to idle thrust and we repeated the maneuver with 30 degrees of flaps, A5 merely set up about a 900 fpm descent rate. Taking that to the water with zero corrective action would result in a very firm but survivable landing, I believe. Given all A5s sold in the USA will also have an airframe parachute, safety has been carefully approached. Like most seaplanes, speed is not paramount in A5 with cruise from 85-95 knots (100-110 mph) according a top Icon test pilot. Banking sharply and gracefully is easy in A5. We did 60+ degree banks only a few hundred feet off the water in complete confidence. She feels very solid and Icon's intuitive Angle of Attack indicator — the best execution I've seen — is a good guide to the limits when executing such steep turns. We commonly cruised around at 70 knots with 4500 rpm from the Rotax 912 iS engine. Water operations, even in fairly challenging conditions, were quite straightforward. As you sense in the air, Icon's large vertical tail surface brings good A5 flight behavior and makes maneuvering on the water authoritative. Even with the added complexities of water ops and retractable gear, piloting A5 is within reach of any well-trained newbie pilot. Icon is also gearing up an entire training program that I'll discuss more fully later. I was pleased to get my experience on this long awaited Special LSA seaplane and I look forward to telling you more about it. More Oshkosh light aircraft news will follow ...

Opening Day Firsts: Icon, American Legend, Dynon

By Dan Johnson || July 21, 2015 Leave a Comment

I promised to tell you what was under the blue wrap disguising the powerplant on the unnamed taildragger in my earlier article. Here it comes with other opening day news from AirVenture 2015. Icon Aircraft made their first delivery of an A5 after a tremendous media build-up, as this California company has clearly demonstrated it can do brilliantly. Not only was a huge crowd in attendance but a large flock of young people in matching tee-shirts accompanied the airplane as it was towed down the main drag — called Celebration Way — to Boeing Plaza and the runway. The reason for the young folks was because airplane number one went to EAA's Young Eagles, but this is especially fitting as Icon has aimed their aircraft in a different direction than any other airplane maker with which I am familiar. One pilot who flew the A5 said, "It has an automotive-like interior. As a pilot I didn't understand right away" — he referenced a simpler altimeter lacking the usual three needles. Indeed, Icon has worked hard to make the aircraft more user friendly than the usual aircraft that presents an array of bewildering instruments that cause aviation newcomers to quickly assume they have a steep learning curve ahead of them. Icon again moved smoothly taking EAA president Jack Pelton aloft over AirVenture. Pelton obviously enjoyed the experience, using the words "incredible" and "remarkable" multiple times in a short article appearing in AirVenture Today." His complimentary comments echoed those of others who've flown the aircraft. I am hoping for my turn later today. Superior & Legend paired up for an announcement few expected. Superior Air Parts only announced their Gemini Diesel engine at Sun 'n Fun barely three months ago, but they teamed up with American Legend to show the new powerplant already bolted on a Legend Cub airframe. The two Texas companies are located only 80 miles apart noted Darin Hart, principal at Legend, so the link-up is logical and convenient, an unbeatable combination. Yet having an engine on an popular Light-Sport Aircraft was also a coup for Superior to show the speed at which they are moving with this newest project. Superior's Scott Hays said they expect to run the engine by fall and to move forward briskly with ASTM approval. Gemini has been originally developed in England so this is not a new CAD-designed powerplant; it has history. It extends the range of Superior into diesel, and that is surely more significant outside the U.S. As Darin observed, his company is having a strong year and fielding an increasing number of inquiries from other countries. In many places outside American, avgas is definitely expensive but often not available at any price. However, diesels are able to burn lesser-refined fuels that owners can find in more locations, giving American Legend an advantage for international sales. Dynon is well known to Light-Sport Aircraft enthusiasts. Even going up against giant Garmin — which repeatedly proves to be a very able competitor — Dynon maintains a leadership market share in LSA around the globe. They took over Advanced Flight Systems in the past and now has an offer many homebuilders may find compelling. Dynon suggested, "For those who would rather leave their whole panel to the experts, [our] Advanced Flight Systems division offers the Quick Panel System. Each Quick Panel is a fully-engineered and integrated panel of aviations that is professionally wired, configured, tested and ready to install." Advanced's Quick Panel includes all switches and harnesses, which all connect through the exclusive Advanced Control Module. More here. Your favorite LSA or ultralight may not have a wide panel like the nearby photo. Dynon still has you covered with their nifty little D2 Pocket Panel Portable EFIS. Even better, D2 will be available at AirVenture 2015 at the lowest price ever. "With a list price of $1,095, pilots can expect even better pricing from dealers at the show," the company said. Stay tuned ... more Oshkosh light aircraft news to follow!

Preparing to Test Fly Icon’s A5 … at Last!

By Dan Johnson || July 3, 2015 Leave a Comment

image courtesy of Icon Aircraft

The big dogs have been fed. It will soon be time for we smaller critters to get our chance. Icon Aircraft reported that in late June, they hosted reporters from Flying Magazine, Plane & Pilot, AOPA Pilot, EAA Sport Aviation, and the Seaplane Pilots Association's Water Flying magazine. Those writers got pretty excited by their long-awaited experience in the A5 and I must admit, it has psyched me up as well. Over many years in this trade, I've had the pleasure to fly nearly 400 different aircraft, virtually all of them in the same space occupied by A5 yet, even with all that, I'm very much looking forward to my own A5 flight experience coming up just before AirVenture Oshkosh 2015. You can read about my flight experience on this website and you can presently find plenty of content (articles and video) about A5. No waiting required! The photo above shows three A5s in the air, an image I've never seen before. Is it real or is it Photoshop? I dunno. Icon has some real talent working for them, so maybe it's a Hollywood fiction. Yet based on the appearance of the six occupants or the sun's slightly different glint on the three spinning props, it looks real. Of course, so did the giant round boulder chasing Indiana Jones. So, tune in only a couple weeks from now and see how real I think A5 truly is.

Icon Successfully Completed FAA Audit

By Dan Johnson || June 17, 2015 Leave a Comment

Let the production begin! This, um ... iconic company in the LSA space has been brewing for a long time, long enough that some aviators have been grumbling, wondering if Icon is "for real." Today, the company announced that a week ago on June 11th, they successfully completed their FAA audit. That opens the door to serial production of a reported 1,250 orders as announced earlier this year. In addition, some media persons including yours truly, will get to fly the machine during Oshosh in just a few weeks. I'm excited to see how this well-promoted, long-in-development aircraft flies. "The successful completion of the FAA's audit of the A5 is one of the most critical milestones in our company's history," said Icon Aircraft CEO and Founder Kirk Hawkins. "This means that after years of intense development by the Icon team, our customers and the media will finally get a chance to experience the A5 firsthand and form their own opinion. We believe we created one of the safest, easiest to fly, most fun, and coolest light aircraft on the planet, and this is just the beginning for us. Icon's mission is to help reinvent flying by making it more accessible to all those who dream of it. It's a very personal, heartfelt mission for our team, so this is another proud moment along that journey." The California company flew the first customer aircraft for the first time on April 24th this year. "Given the years of work to get here, it's awesome to finally see production-ready, conforming A5 aircraft in serial production," said Chief Technical Officer Matthew Gionta. "For me and much of the team, the A5 was the most challenging aircraft program we ever worked on. It's hard to fully appreciate the massive amount of intelligence and hard work that has gone into this little consumer aircraft; it's a truly amazing airplane. I'm looking forward to our customers flying it and appreciating that effort firsthand." When FAA audits they review production plans and tooling, quality processes and manuals, plans for continued operational safety, and ASTM compliance procedures and manuals. Participants on the June audit included Aviation Safety Inspectors from the Washington, D.C., Oklahoma City, and Los Angeles offices. "There were no major issues during the FAA inspections," said Icon VP of Engineering Bill James. The company said that it will deliver its first customer aircraft on July 20th, 2015 at EAA AirVenture Oshkosh in Wisconsin. Although the FAA audit was conducted at their development facility in Tehachapi, California, Icon will transition serial production to its new 140,000-square-foot facility in Vacaville, California, in September.

Let the production begin! This, um … iconic company in the LSA space has been brewing for a long time, long enough that some aviators have been grumbling, wondering if Icon is “for real.” Today, the company announced that a week ago on June 11th, they successfully completed their FAA audit. That opens the door to serial production of a reported 1,250 orders as announced earlier this year. In addition, some media persons including yours truly, will get to fly the machine during Oshosh in just a few weeks. I’m excited to see how this well-promoted, long-in-development aircraft flies. “The successful completion of the FAA’s audit of the A5 is one of the most critical milestones in our company’s history,” said Icon Aircraft CEO and Founder Kirk Hawkins. “This means that after years of intense development by the Icon team, our customers and the media will finally get a chance to experience the A5 firsthand and form their own opinion.

Icon Reported Scheduling First 20 A5s for Delivery

By Dan Johnson || March 26, 2015 Leave a Comment

Icon technicians are photographed building one of the A5 prototypes seen flying in the image above. This work has taken place at the company's Tehachapie facilities.

Icon's Vacaville, California factory is portrayed in this artist rendering.

According to a report in the North Bay (San Francisco) Business Journal, Icon will build its first 20 A5 LSA seaplanes before the end of 2015. Certainly in the LSA space, this can best be described as "much-anticipated event." At an annual meeting of the Solano Economic Development Corporation, the Business Journal reported, guest speaker Kirk Hawkins of Icon provided an update on the production of the A5. "The first Icon Aircraft production planes are currently undergoing flight verification testing, and 20 of our A5 aircraft are scheduled to roll off the Vacaville production floor in 2015," the Journal quoted. They added that Hawkins said production will follow the completion of construction at the facility in August, 2015. Earlier the California company reported taking more than 1,250 aircraft deposits, which they said represents nearly $300 million in backlog. "By comparison, Tesla Motors had approximately $100 million in order backlog just prior to its production start," Hawkins noted to the business development group. More recently a man told me that he had placed an order and was given number 1526 though he could not confirm how the numbering started or advanced. Regardless of the actual order count, Icon has earned bragging rights as the LSA company taking the most orders of any company in the Light-Sport space. Even Cessna didn't quite hit 1,000 Skycatcher orders and that project fizzled before production reached 300 units. For another number comparison (as reported in our 2014 LSA market share report), GAMA has stated that total single engine production worldwide was 986 aircraft in 2014. "We want to scale our solution, not scale problems that may be found along the way," Hawkins said, as reported by the Business Journal. "That is why we're starting production with only 20 aircraft this year, rising to an estimated 400 deliveries in 2016 and eventually up to approximately 1,000 aircraft annually in the future, as we establish global awareness and a brand presence in the marketplace." Hawkins told the business development meeting attendees that he sees a "deep and pervasive global interest. Some 30 percent of our customers today are outside the U.S., and there is an aviation gold rush in China equal to that in the States." Hawkins told the group that Icon presently has 100 employees but that the company expects to ramp up to 500 within the next year and a half. In return for incentives offered by the community, job creation is an activity locals will follow very closely. Several times I have visited Icon at their headquarters Los Angeles. In 2008 I toured their research and development and initial production facilities in Tehachapi, California. Now, the Journal reported, "In the third quarter of this year, all these functions will be consolidated in Vacaville when [plant] construction activities are completed." Along with many others, I wish Icon well at starting deliveries of this highly anticipated aircraft. I'm sure we will be hearing more as AirVenture approaches. They company has made the Oshkosh event their primary contact point.