Light Aviation - June 2014 by Aviators Hot Line

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VOLUME 7 NO. 6 |June 2014 Jacob Peed, Director jacob@aviatorshotline.com Carol Harrison, Publisher carol@aviatorshotline.com Amber Busse, Sales Manager ahlsales@aviatorshotline.com Aaron Will, IT Specialist aaron@aviatorshotline.com ACCOUNT EXECUTIVES Logan Feaster logan@aviatorshotline.com Felicia Phillips felicia@aviatorshotline.com Rose Stockdale roses@aviatorshotline.com

Cover Story

Roxanne Sweazey roxanne@aviatorshotline.com Chris Towlerton chris@aviatorshotline.com DESIGN & PRODUCTION Nate Carnahan | Sheila Davis CONTACT US 1003 Central Ave. | P.O. Box 958 Fort Dodge, IA 50501 800.247.2000 | 515.955.1600 fax 515.574.2199 H www.aviatorshotline.com

RANS Designs, Inc. 4

In this issue... The S-20 RANS Raven

To adjust your bulk order or for change of address: 800.247.2000 ext 2241 ahlsales@aviatorshotline.com Light Aviation is published by

SkyCraft Completes Flight Testing of Minisport LSA by Dan Johnson

Joseph W. Peed Chairman of the Board Gale W. McKinney II President/CEO Sandra VanScoy Vice President of Financial Services Mary Gonnerman Vice President of Operations

2013 Light-Sport Market Share Report & Analysis by Dan Johnson

Jacob Peed Vice President of Business Development Jonathan Berg Director of Information Services Copyright © 2014. All Rights Reserved. Reproduction in whole or in part without written permission is prohibited. Aviators Hot Line recommends you take appropriate caution before buying sight unseen. Aviators Hot Line is not responsible for misrepresentation of advertisers. We suggest you contact your own attorney, the Better Business Bureau, or appropriate government agencies if you experience a problem. The information and advertising set forth herein has been obtained from sources believed to be reliable and compiled with great care. Heartland Communications Group, Inc., however, does not warrant complete accuracy of such information and assumes no responsibility for any consequences arising from the use thereof or reliance thereon. Publisher reserves the right to reject or cancel any advertisement or space reservation at any time without notice. Publisher shall not be liable for any costs or damages if for any reason it fails to publish an advertisement. Our advertisers are solely responsible for the content of their respective advertisements appearing in this publication and Publisher shall not be responsible or liable in any manner for inaccuracies, false statements, or any material in such advertisement infringing upon the intellectual rights of others. This publication may not be reproduced, in whole or in part, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopied, recorded, or otherwise, without the prior written permission of the publisher.

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www.aviatorshotline.com | June 2014 | 3

The S-20

RANS Rav

4 | June 2014 | www.aviatorshotline.com

ven

Utility is not a word often associated with experimental or sport planes. The Raven is an exception to the rule.

www.aviatorshotline.com | June 2014 | 5

ince 2005 when RANS started building SLSAâ&#x20AC;&#x2122;s we have seen a demand for more utility in planes that were originally intended for sport flying. This is a great trend because it pushes designs to become more practical, durable, and ultimately maturing our little planes into machines that command more respect, especially when they can do things that larger heavier Part 23 planes simply cannot.

The S-20 Raven is great hardware for the task of back country flying, float flying and short and long haul touring. What makes this plane so great? It is the stylish blending of what has made a couple of other RANS planes so successful. We kid when say we only had to invent 15% new to create the Raven, but that is actually not to far from 6 | June 2014 | www.aviatorshotline.com

the truth. The actual percentage is a guess, but major flight proven systems and components went into this plane, and despite the strong DNA grafting, it still has become a character all its own. We combined the wings, tail, and fuel system from the S-7S Courier, and the engine, control, and seats from the Coyote II. Being already in production this promoted fast development of the Raven, and put delivery cycles way ahead of a clean sheet design. As expected the plane flies similar to the Courier, but yet has its own flavor. The cabin is very roomy and easy to enter and exit, due to sliding seats, and wide doors. The wide doors and fold forward seats allow easy loading of cargo in the huge baggage bay. A cargo net retains any items, and is standard in the kit. In fact so much comes standard in a RANS kit it is one of the most difficult things to get across to prospective buyers. RANS has had a strong tradition of supplying very complete and detailed kits. The motive behind this is to create a greater chance of conformity with the fleet of our planes, and thus a greater chance of consistent performance, and durability. This way of doing things has really paid off in terms of building a fleet of planes that are well used, well loved, and well maintained. Specifically the Raven sports such non-typical stock items like upholstery, interior finishing kit, cargo net, prefabricated braided brake lines, all engine controls, throttle, and of course a complete compliment of hardware and fittings that allow fast assembly, with all the right stuff. Unfortunately when you build a Raven, or any RANS kit for that matter, you will not become on a first name basis with Aircraft Spruce and Specialty.

It is a delight to fly, well balanced and light controls, yet with enough feedback to make you feel you have something in your hand. The scale of the plane is impressive too, standing tall, yet, the aerodynamic size of the plane is less than our venerable Coyote II. Performance is lively, you will see short take offs, typically under 300 feet, climbs of 1000 FPM common, stalls well under 40 MPH, and cruise speeds past 115MPH. Small planes are not famous for a smooth ride in turbulence, we studied why this may be, and found it not always due to light wing loadings. In the Raven we created a higher comfort factor in turbulence by placing the pilot and passenger on CG, and gave it ample yaw, roll, and pitch stability that when you do encounter bumps you are not yawed, rolled or pitched, you simply go up or down. By minimizing the number of directional excursions the plane makes in turbulence, we greatly enhanced the ride. And this has become a common comment from those who have sampled the Raven. It has a big plane ride, with the responsiveness of a sport plane and the control feedback that requires little to no getting used too. Another hallmark feature includes the two piece landing gear made from one of the best alloys for the job…7075-T6. We have been asked why not a one-piece landing gear. The two piece offer less weight, less drag, less replacement cost, and can be adjusted in camber. It is common to see this design in all of the Cessna’s, and many other planes, especially heavy hauler Ag planes. It takes more engineering to make a two piece gear, but the pay offs are worth the effort. You expect a fully welded steel fuselage and tail on such a plane, but the level of

CNC machining used to create these components is well hidden. Every tube in CNC mitered to a prefect fit, making for better fits, better welds, and less weight. The wings are a master piece of CNC machining, featuring one-piece stamped aluminum ribs, and spars pre-drilled with holes for almost every part that attaches.

By being willing to go the distance in the fabrication of the Raven kit, we have created a fun building plane, that will easily access those places you dream of, and do it with plenty of space for you gear, and performance, and utility to make the trip epic. • For more information: RANS DESIGNS, INC. 4600 Highway 183 Alt. Hays, KS 67601 www.rans.com (785) 625-6346 • fax (785) 625-2795 M-F 7:00am to 4:00pm CST. www.aviatorshotline.com | June 2014 | 7

SkyCraft Completes Flight Testing of Minisport LSA By Dan Johnson • www.bydanjohnson.com

fter a long winter and spring dodging the Utah weather,” SkyCraft Airplanes announced that their SD-1 Minisport, “has completed flight testing successfully, meeting all the performance requirements needed for SLSA Certification.” The Orem, Utah company reported, “The plane was found to have good longitudinal and latitudinal stability and exhibited no issues with flutter, vibrations, or dangerous stall/spin tendencies.” SkyCraft representatives said they were able to verify the performance specifications for the SD-1 achieved by its Czech designers (see video below for a performance hint using a European aircraft). SkyCraft said that following the flight test regimen, they posted updated specifications on the Minisport page: www.skycraftairplanes.com/sd-1-minisport We’ve followed SkyCraft’s Minisport in earlier articles and will keep our eye on this handsome, affordable single seat SLSA candidate. It is available in either tricycle gear or taildragger configuration.

Minisport has been flying in Europe since 2007 when the airplane and company were created by designer Igor Spacek. The U.S. team first contemplated a kit aircraft — SD-1 Minisport is constructed significantly of wood making it a great project for some craftsmen — but later elected to go the fully-built Special LSA route. One part of meeting ASTM’s 8 | June 2014 | www.aviatorshotline.com

Shown in flight is the SD-1 Minisport. While the U.S. team works this photo of the Czech manufacturer’s version. SD-1 Minisport w

comprehensive standards set is flight testing. “In addition to ensuring the aircraft’s compliance with ASTM standards,” said SkyCraft’s Director of Marketing Paul Glavin, “the flight test program focused on the pilot experience of flying the SD-1 Minisport.” After completing the series, he added, “Based on flight testing reports, SkyCraft will be updating the interior layout of the aircraft prior to delivery to customers.” The U.S. team preparing Minisport uses the same engine as the Czech group. SD-1 is powered by Hirth’s F-23 engine that produces 50 horsepower and boasts dual ignition, fuel injection, and a 1,000 hour time between overhaul. (Watch our video review of Hirth’s engine line.) SD-1 Minisport is available in either tailwheel or tricycle gear configurations. “The most significant change will be the elimination of the MGL gauges for a more fully integrated Dynon setup,” observed SkyCraft. “This cleaner instrument panel will make the SD-1 more user-friendly and will also allow the aircraft to take advantage

Minisport LSA Features Standard Features: • Hirth F-23 Engine | Dual Ignition, Fuel Injection, 50 HP, 1000 hour TBO. • Dynon SkyView Avionics | Synthetic Flight, GPS, Collision Avoidance, AOA Meter. • Removable Wings | 10 minute wing attachment process.

through the ASTM standards compliance process we present was created by designer Igor Spacek.

of more of the Dynon glass cockpit capabilities.” Reps noted that they believe this change makes the airplane safer since the Dynon SkyView is backed up with a twohour emergency power supply. “SkyCraft is committed to delivering a safe, comfortable, and fun flying experience, and we are now fully confident that the SD-1 Minisport provides exactly this,” added Glavin. “Completion of flight testing is a significant achievement in SkyCraft’s ultimate goal of certifying the SD-1 Minisport as a SLSA aircraft. With the performance, design, and production of the SD-1 all ASTM-compliant, SkyCraft is very close to achieving its goal.” We plan to follow SkyCraft closely, partly due to the airplane’s very affordable price at less than $60,000 and because it is a raresingle seat entry. Keeping in mind that what you will be watching is the European version rather than the SkyCraft U.S. version, this video gives you some idea how well the SD-1 Minisport performs on its 50 horsepower Hirth engine. •

• Integrated Dynon COM Radio | 2-channel monitoring, GPS-based frequency, auxiliary outlet. • Fuel and Power Management Systems | Audio and visual warnings when fuel and power are low. • Personal Locator Beacon | Contact Search and Rescue in the event of an emergency. • Navigation and Landing Lights | Night-VFR Approved. • Genuine Leather Interior | For supreme comfort.

Customizable Features: • Tailwheel or Tri-gear Configurations | Whichever fits your preference. • Optional Mode S Transponder | Needed for operation in Class B or C airspace. • Optional Ballistic Parachute | For additional safety. • Optional Custom Aircraft Trailer | For easy aircraft storage and transportation.

www.aviatorshotline.com | June 2014 | 9

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2013 Light-Sport Market Share Report & Analysis By Dan Johnson • www.bydanjohnson.com

PDATE: May 27, 2014 — “A vigorous debate ensued ...” might be one way to refer to a four-way discussion from around the globe. Over the last few days, LSA industry folks in distant lands worked on market share details. Michael Coates is the Australian-based U.S. distributor for Pipistrel, an aircraft fabricated in Slovenia and assembled as a LSA in nearby Italy for shipment to the USA. My Czech-based associate, Jan Fridrich, was in China again because his country works with that nation as they build a personal aviation sector virtually from scratch. From our corners of the world we tried to resolve a problem that regularly occurs in our study of the FAA registration database. Pipistrel maintained their SLSA airplane numbers were stronger. Jan and I communicated and finally agreed that we were underreporting their numbers. The chart below has been modified to reflect a truer situation, sharply moving Pipistrel upward from 20th to 14th rank. Essentially, the problem stems from some Pipistrel aircraft being registered as “gliders,” which is one of those categories Jan and I do not feel we can consistently count with accuracy. After Jan studied the database we chose to update the chart with the understanding that our next reporting may see another minor adjustment. As with many statistical evaluations, these reviews often get better as the survey gets larger over a longer period of time. Meanwhile, congratulations to Pipistel for improving their standing ... and for informing us. If other sellers believe their registrations are reported in error, we’d like to hear about it so we can do our best to deliver quality, accurate information. 12 | June 2014 | www.aviatorshotline.com

We are past due for a market share update and several of you have written to ask. As most readers know, I create my report from information assembled by my LAMA associate and friend Jan Fridrich who puts hours into the tedious duty of sifting through FAA’s database. It isn’t only time consuming, exacting work. He must also make many determinations as FAA’s database is not always clear as to model types or other descriptions. As many of you are aware, we do not report weight shift, powered parachutes, gyros, or motorgliders as those are aircraft types we cannot accurately count. I wish we could report those “alternative aircraft” — doing so would make the totals more reflective of the true LSA market — but we cannot. Jan has also been unusually busy going to many meetings ... the kind you would not care to attend: long, dry meetings in various countries where regulators and industry leaders go over rules in excruciating detail. Someone has to do it and I’m thankful for people like Jan who endure these sessions. For this reason, I was unwilling to push harder for his study of the database. However, he has done it again so a hearty THANK YOU, JAN FRIDRICH for your dedication to this industry.

As always, we remind you that all numbers here are derived from FAA’s N-number registration database and are subject to data entry errors. Figures presented are not identical to sales recorded by the companies though over time the numbers draw closer.

As I’ve written and as many are aware 2013 was not a strong year for SLSA registrations. It was an improved year for sales but after so many down-economy years manufacturers had reduced their manufacturing capacity — achieved by releasing employees, employing less manufacturing floor space, maintaining smaller raw material inventories, keeping fewer engines on hand and so forth. So, when sales mounted a comeback in 2013, builders were unable to keep up. Backlogs stretch out to a year for some companies. That may improve in 2014 as they cautiously increase their rates of production but meanwhile several companies tell customers it can be several to many months before a new order will be available to them. So far first quarter numbers for

2014 continue to reflect these delays but I have received several comments that new LSA are beginning to arrive more regularly. Cessna, as one notable example, slipped from second to third and will continue moving lower now that they halted production. Their exit alone caused a drop in the totals. Yet others, like Icon Aircraft, will eventually hit the chart and move up as they begin to deliver from their list of 1,000+ customers holding order positions. One industry expert told me, “My input [is] that 2013 will be the bottom of the LSA market, which means there is nowhere to go but up. If you counted all ELSA 2013 was really pretty decent, with RV-12 leading the pack. CubCrafters’ order book is very healthy, too.” To that I add the following thought ... Entire LSA Market — I want to refer you to a different market report I issued earlier and note that besides weight shift, powered parachutes, gyros, or motorgliders, we also do not report ELSA (kit LSA). Again, the data entry process is difficult for FAA clerks because so many makes and models are present to confuse those less involved with the sector. Experimental Amateur Built aircraft can be flown by Sport Pilots and are sometimes incorrectly called Light-Sport. ELSA may receive their airworthiness certificate only if they are identical to the SLSA version accepted by FAA, however, afterward they can change. With 136 SLSA models, it doesn’t surprise me that errors creep into the database but for our charts to make sense year-over-year, we report only the most identifiable group: Special LSA airplanes. Yet this means that to know the whole market size you must add a substantial, growing percentage (as much as 50% more) to include those other aircraft. www.aviatorshotline.com | June 2014 | 13

Chart Explanations & Disclaimer — If you compare numbers from one year to the next, you may see changes you cannot explain. For example, a company’s numbers can go down if, for example, aircraft are taken out of service due to theft, damage, or sale outside the USA, which means they may be removed from FAA’s database. Some companies in the USA also distribute to Canada or Mexico and LSA going to those countries will not be counted in our chart even while they rightly call them a sale. Comparing “Total” Figures — Rob Rollison of Aerotrek, besides doing a steady job of selling his reasonably priced A220s and A240s, often comments that our chart numbers do not perfectly reflect all SLSA that his company has registered. If a LSA is destroyed, by a hangar collapsing on it let’s say, that aircraft will eventually come off the FAA database making it appear that it was never sold. Thus, FAA’s current registry does not fully state the total registrations that ever occurred. “If Model A Ford cars were

in some current U.S. registry, we’d see 50 of these antiques today, not the millions Ford once sold,” noted Rob. He is correct; our chart (and FAA’s database) does not include every SLSA ever registered. Counting all of them would make the total somewhat larger. However, we stick to our same methods in the interest of keeping our chart consistent through the years even though it undervalues the industry’s true sales. As further explanation, you can see the chart shows 76 Aerotreks models in the FAA database. Rob has provided an exact accounting of every U.S. registration he ever made and his figure is at least 83, though he notes four were damaged and some others transitioned to ELSA status, which suggests our reported figures are very close. Until we can collect actual — and honest, valid — sales data from all manufacturers, our chart is the one we present. The market is truly larger than either chart suggests. We appreciate if all readers keep this in mind when studying the LSA Market Share Chart. •

This chart, created by Jan Fridrich for a presentation at Aero in Germany, shows trend lines for several categories. While LSA continue to slump, some see this as the “bottom” and reported order taking over the last 18 months supports future improvement. Of interest is the brown line for German and Czech ultralights or microlights (similar though slightly lighter than U.S. LSA). Note its volume similarity to LSA and the steadiness of the line throughout the economic downturn from 2008 to 2012. Germany and the Czech Republic are two of the most active countries in Europe. 14 | June 2014 | www.aviatorshotline.com

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ADVERTISER INDEX Volume 7 #6 | June 2014

AB FLIGHT LLC www.abflight.com �� 10-11 AVIATORS HELPING AVIATORS www.aviatorshotline.com ��19 BYDANJOHNSON.COM www.bydanjohnson.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9, 12-14 FLIGHTTIME RADIO SHOW www.flighttimeradio.com ��17 PREFERRED AIRPARTS www.preferredairparts.com ��2 RANS DESIGNS, INC. www.rans.com �� 1, 4-5 SENSENICH www.sensenich.com ��15 TCW TECHNOLOGIES LLC www.tcwtech.com ��16 18 | June 2014 | www.aviatorshotline.com

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