The annual Valdez Fly-In & Air Show presented by CubCrafters took place May 12-14 at Pioneer Field, Valdez Airport (KVDZ), featuring a beach landing fly-out, balloon bust, flour bombing, aerobatics demonstration and pilot roundtable. But it is heralded most for hosting the world famous Valdez short takeoff and landing (STOL) competition. 

Pioneer Field is tucked away in the heavily glaciated Chugach Mountains near the head of a deep fjord in the Prince William Sound, just across from the Port of Valdez, and the Valdez Glacier that sits to the east of the runway. Despite how awe-inspiring this landscape may be, it owns a reputation for creating fast-changing and inclement weather conditions, but it seems the weather gods were smiling down upon the 19th Annual Fly-In & STOL Competition with blue skies and  an abundance of sunshine. The conditions could not have been more beautiful for this legendary event.  Regular Valdez competitor Dan Reynolds said, “Overall this year’s weather was some of the best I have seen.” 

The ramp was full of airplanes belonging to competitors and spectators who traveled from hundreds, even thousands of miles to participate, coming from as far north as Fairbanks and North Pole, Alaska, to Juneau, just 450 miles to the south of Valdez. Boaz Schwarts of Tel Aviv, Israel, flew his Carbon Cub FX3 from Bend, Oregon, to join CubCrafters at the event to give demo rides, and another person traveled 4,348 miles from Tampa, Florida, to volunteer for the event.

Of the 2,000 spectators in attendance were 200-plus passengers from the HMS Nieuw Amsterdam, a Holland America Line cruise ship that was docked at the port just a few miles up the road. The city of Valdez offered the ship’s aviation enthusiast a free shuttle ride to the fly-in.

Light Sport

Even a few Canadians made it over the border to compete, including Valdez Light Sport Class winner Reynolds, who made his event debut in 2016 in his 1984 Chinook Valdez Special. This was Reynolds’ sixth year competing at Valdez, having only missed 2020 due the Canadian border being closed during the COVID-19 pandemic. 

Reynolds is one of the fan favorites, having set a new short landing record in 2018 with a distance of 9 feet, 6 inches, beating the previous record of Valdez STOL legend Frank Knapp in his “lil’ Cub” set the previous year at 10 feet, 5 inches.  

Reynolds has reached the podium every year since he started competing at Valdez, and 2023 was no different. He took home another first place win in the light sport category with a take off distance of 28 feet and landing distance of 38 feet for a combined 66 feet that also earned him the overall best score. Because of the unusually mild weather, the stronger headwinds that bring the super-short, record-breaking distances were lacking, leaving Reynolds’ 2018 mark standing for another year. 

You can watch Reynolds compete at the Wayne America Fly-In in the National STOL Series against some of the most talented pilots in the lower U.S., including Steve Henry, Austin Clemons, and Hal Stockman.

This year, Knapp and his wife, Kris, were spotted on the spectator side of the fence. Knapp said, “We enjoyed the show from the spectator viewpoint this year! For us, one of the most exciting moments was watching Dan (Lawn Dart) Reynolds with his Chinook! It was a great group of pilots and machines!”

Alternate Bush

Nathan Rehack took the win in the Alternate Bush Class in his 2022 Experimental CAW12 Super Cruiser, with a combined score of 171 feet, an impressive 49 feet shorter than second place.

Bush Class

The Bush Class was the most stacked class of the event with nine aircraft, including Piper PA18s, ranging from the early 1950s to the late 1970s, a PA22 Tri Pacer, a 1943 Interstate S1B1, and a 1946 Aeronca Champ! Joe Prax, the Valdez fly-in president, said he found the Bush Class scores to be the most impressive, and although the Aeronca Champ didn’t win the class, pilot Kyle Sobeck did a great job with a lower-powered plane without flaps. The crowd appreciates any airplane flown well.

It was newcomer George Pine who won the Bush Class in his 1959 Piper PA18. This was Pine’s first time competing at an STOL event. 

Light Touring 

The 170 Mafia enjoyed a strong showing in the Light Touring Class. However, the strength-in-numbers axiom didn’t apply this weekend as it was Steven Spence in his 1958 Cessna 172 who took the win for the third consecutive year with the combined shortest distance of 170 feet.

Heavy Touring

The Heavy Touring Class was also stacked with a strong presence of Cessnas— 206, 185, and 180s—but it was a 1978 Helio Courier that won by a whopping 113 feet over second place with a combined distance of 177 feet flown by Lukas Stutzer. It was Stutzer’s second career victory at Valdez. 

Second- and third-place finishers James Sparks and Keving Doyle have competed for many years. Doyle especially sports a long family history in Alaska STOL, as his uncle was part of the first known competition held on the beach on Kenai in the early 1970s.

Prax was pleased with the turnout this year: “We had a good mix of new and veteran pilots who all performed well. The wind at the event was only 7-8 knots but (was) extremely steady. Another factor in great performance is the low density altitude from cooler temperatures and the event (being) at sea level.” 

The day ended with a delicious dinner and awards banquet at the Valdez Convention & Civic Center that overlooks Port Valdez. With the Sugarloaf, Benzene, and Mummy mountains serving as a breathtaking backdrop, it was the perfect setting for a  celebratory formation flyby—performed by aerobatic pilots Scott Sexton of Barnstormers Aviation in his Citabria and extreme sports athlete Melissa Dawn Burns in her Edge 540—to celebrate the competing pilots, volunteers, staff, and 350 of their closest friends, family, and fans.

Richard McSpadden of the Aircraft Owners and Pilots Association said, “Valdez is hallowed ground for STOL. It is like (the) Fenway Park and Lambeau Field of bush flying.”

Valdez STOL is known for bringing this type of competition to the forefront of general aviation and has made  a direct impact on the creation and growth of popular events in the lower 48 states. The staff is already planning and preparing to celebrate the event’s 20th anniversary in 2024.

All in all, the 19th Annual Valdez STOL Competition was truly a sight to behold, made even more memorable by the gorgeous weather. 

The post Annual Valdez STOL Event Brings New Competitors, Former Winners appeared first on FLYING Magazine.

It’s been more than a decade in the making, but now the “upside down” DeltaHawk engine has arrived. The company announced Thursday that its DeltaHawk DHK180 piston powerplant—set to run on jet-A—has gained FAA type certification after a significant period of development.

The liquid-cooled,180 hp, 4-cylinder diesel engine uses an inverted “V” configuration and mechanical fuel injection, along with a slimmer design expected to fit more efficiently into modern aircraft cowling. It’s turbocharged and supercharged, direct drive, and has been assembled with 40 percent fewer parts than other engines in its class.

“We began by completely reimagining what a general aviation engine should be,” said Christopher Ruud, DeltaHawk’s CEO. “And the result is that we now have a certified engine that is a game-changer. It’s been a long time coming but, in engineering, simple is hard. However, this engine’s performance, simplicity, and reliability have made it worth the time and the investment, as it is truly ‘power reimagined.’”

A Long Road to TC

It’s not easy or cheap to bring a new powerplant into the GA market, and the DeltaHawk story proves this to be true once again. Few new designs have surfaced in the past 60 years.

The DHK180 stems from the DH180 originally on display at EAA AirVenture 2014 on a Cirrus SR20. After the Ruud family took controlling ownership in 2016, the path toward certification became clearer: The 180 hp variant showed up at Oshkosh in 2019, also on the SR20, and at that time DeltaHawk expected certification by the end of that year. With a little delay—and pandemic induced slowdowns—the engine has now acquired the TC it needs to move into the production phase.

Good things come to those who persevere, however. According to the company, it has had interest from potential suitors from kit builders to the military—even from NASA to power its Subsonic Single Aft Engine Aircraft (SUSAN) scale flight test vehicle.

DeltaHawk expects to deliver the first of its production DHK180s in 2024.

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The dream started with a few handmade tools in a shop on the Via Russo in Naples, Italy, in 1948, when the Pascale brothers—Luigi “Gino” and Giovanni “Nino”—took what little funds they had and began work on what would become the P.48 Astore, a single-engine, monocoque-airframe design powered by a scavenged Continental C65 engine. The work to craft a flyable airplane—which first flew on April 2, 1951—culminated a journey the brothers had initiated in the early 1930s and kept alive through World War II’s rupture of both the country’s fabric and infrastructure.

Along with events throughout 2023 to mark the milestone anniversary, Tecnam, the Italian airplane manufacturer, hosted its extended network of vendors, dealers, media, and friends last week at its headquarters at the Capua airfield (LIAU), near Naples—celebrating 75 years of passion for aircraft design.

The gathering featured a historical presentation in the company’s on-site museum, a walk of the production facility, demo flights in the P2012 Traveller, P2010 Gran Lusso, and P-Mentor, and was capped off by a gala dinner at the Castello di Faicchio. “There are people who have come from all over the world,” said Giovanni Pascale, managing director for Tecnam, “so it’s extremely important for us. We appreciate it. It means a lot for us. What we have always been saying is that Tecnam is a big family.” These were clearly not just empty words but were delivered with sincerity and a passion for aircraft design and the people making that happen for the company throughout its timeline.

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

The Castello di Faicchio made for an elegantly fitting place to honor the memories of the founders, as it was where the Pascale brothers once flew their early model airplanes from its walls as boys. “They were 10 years old when they designed these models—it’s impressive,” said Stefano Mavilio, director of communications for Tecnam, during the museum briefing.

A Passionate Family—and a Little History

From the brothers’ launch in 1948 with the Astore came a series of single-engine airplanes and gliders. Then, history took a turn with the Pascales’ next company, Partenavia, founded on May 22, 1957, which later evolved into a government-driven business to design and produce commercial aircraft, beginning with the twin-engine P68 in 1968—perhaps the most recognizable of the company’s designs from this era.

But the romance of the lighter end of the aviation industry kept calling. The brothers developed the follow-on business—Tecnam— after parting ways with Partenavia in 1986. There, Gino and Nino worked on subcontracted components and assemblies for other manufacturers. “The idea was, ‘we are not your employees; we will be your supplier. So we are free to build the parts you [Partenavia] need, but our time is ours alone,” Marvilio summarized in the tour. Tecnam did just that—until the spark to return to single-engine airplane development returned to them in the early 1990s. 

From this sprung the first true Tecnam model, the P92 Echo, conforming under the ultralight rules of the predecessor to the European Union Aviation Safety Agency (EASA), JAR—or Joint Aviation Regulations. The new bird took flight from Capua airfield on March 14, 1993, with Gino at the controls.

Tecnam has stayed firmly in family hands after the elder Pascales passed on—Nino in 1999, and Gino in 2017. Since the mid 1990s, the company has been guided by Nino’s son, Paulo Pascale, CEO, and now Giovanni Pascale, Paulo’s son, who is the current managing director, assuming this position in 2019 after a nearly nine-year turn as chief operating officer.

New Era at Tecnam

The company’s history, however, has entered a new era with the transition of the reins to the younger Pascale, and the advent of new models—most recently the twin-engine P2012 Traveller—which secured a FLYING Editors Choice Award in 2020, and has seen recent fleet expansion—and now the P-Mentor. The P-Mentor aims squarely at the training market, and with EASA CS 23 certification on April 7, 2022, Tecnam delivered 17 units last year. 

• READ MORE: Tecnam Unveils P-Mentor Training Aircraft 

While the two-seat, Rotax 912iSc-powered trainer awaits FAA validation, several flight schools have queued up to put them into service as soon as that happens. The design enables the P-Mentor to have passed the latest EASA requirements (CS-23 Amendment) for low speed and stall characteristics without a ballistic recovery system being an essential part of the aircraft configuration, though the BRS ballistic recovery system is an option. With a maximum takeoff weight of 1,587 pounds, it’s more substantial than similar aircraft in the light sport (U.S.) or ultralight (EASA) categories.

Look for a full We Fly report on the P-Mentor and a look back at 75 years of Tecnam in an upcoming print edition of FLYING.

The post Tecnam Celebrates 75 Years of Passion for Aircraft Design appeared first on FLYING Magazine.

“What color is your airplane?”

This is not a simple question for Will “Liam” Hawkins, who flies a 1967 Mooney M20F based at Albert Whitted Airport (KSPG), St. Petersburg, Florida. The airplane is covered with triangles in every color of the rainbow—and then some. The Mooney drew lots of attention during Sun ‘n Fun and was certainly one of the most photographed aircraft in attendance.

Hawkins, a 650-hour private pilot, purchased the airplane a little over a year ago, and set about refurbishing it from the inside out. He chose the Mooney because he was looking for an aircraft that was “Somewhat efficient, speedy, reasonable to maintain with a well established pilot/owner community.”

“The Comanche, Arrow, Mooney M20s, and even Cessna 182 were in the running, but I was definitely zeroing in on Mooney,” he said, adding, “When I saw a Mooney with a recently overhauled engine and prop at a price in my range, the process began.” 

He considered himself lucky to get it, because at the time airplanes were being sold almost as fast as they were being listed.

Geometric Shapes, Lots of Color

When he acquired the Mooney it had a basic paint job, a stripe here and there and “mostly original cockpit instruments. Hawkins’ renovations began in the cockpit, with a modernization of the panel to allow for ease of both VFR and IFR flight.

“We stripped out the entire panel and the vacuum system,” he recalled. “replacing it all with a Garmin suite. Garmin G3x, GNC 355, GFC500 autopilot, GNC 255, G5 for backup, Garmin radio panel, Garmin transponder, GSB15 USB ports, etc.”

For the seats, Hawkins sought the expertise of Gemico Decorative Trim in Tampa, Florida, and Bruce Jaeger, well known in the Mooney community, for the “Mooney Spatial Interior.”

“Bruce himself, who is retired, drove up from Fort Myers to handle the install of his panels, refurb of upper panels, and installation of carpeting,” Hawkins said.

The paint job grew out of a discussion with a friend, Matt Kress, who is a mural artist.

“Matt said, ‘if you ever paint your plane someday, let me know as I’d love to paint it for you’.”

Hawkins is a fan of Matt’s creative style and trusts the quality of work.

“We discussed very basic concepts, and it basically came down to me saying ‘I’d like geometric shapes and lots of color.’ When we were about to discuss more details and work on mock-ups, I decided that I’d rather let Matt just do what he does and not interfere with his creative process—just let him flow. I even asked both him and the paint shop to not provide me with any visual updates. I literally had no clue what the airplane looked like until the day I went to pick it up. I have goosebumps now even just thinking about how thrilled I was at the reveal.”

It was a challenge getting to that point, said Hawkins, because most of the paint shops he called did not allow independent painters to use their facilities.

“I called around to some shops, asking if they would do the usual steps and, once the aircraft is basecoat white, allow Matt to work in their shop for a few weeks. Shops treated me like I was out of my mind—they did not want to have a third party working onsite or interrupting the workflow—and they certainly did not want to warranty the work. As a business owner, I understood their position.”

The exception was Ace Aircraft Refinishing in Bartow, Florida.

“Co-owner Luke Strawbridge was thrilled with the idea,” Hawkins recalled. “He was eager to connect with Matt, offer a dedicated hangar for Matt to work in, and even ordered samples of his paint so that he could test, and, ultimately, warranty the combined work. Everything went so well with Matt and Luke that they aim to work together on more creative airplane paint jobs.”

The Technique

According to Hawkins, the geometric pattern was achieved by masking off a portion of each shape and allowing overspray towards an area yet-to-be-painted.

“This allowed Matt to cut the duration of his effort down significantly. Matt’s portion was done in under three weeks—and that includes painting the bottom of the wings and fuselage.”

“Everything was standard aviation paint process up until Matt’s paint, which is graffiti artist spray paint in shaker cans from a brand called Montana Colors,” Hawkins said. “On top of Matt’s colorful paint is two layers of clearcoat that Ace uses on all of their airplane paint jobs—so it’s basically just standard clear coat that I’m wiping down daily.”

The Reaction

The airplane is an attention-getter, said Hawkins. 

“Every tower asks me about it. If I open up my hangar door, nearly anyone walking, biking, or driving by stops to ask questions. The plane sat in the avionics shop for a day this week for some updates and the shop said the amount of people coming by and asking questions became disruptive,” he said. “Brands have offered endorsement/sponsorship deals. And the reaction on the internet has been fantastic.”

According to Hawkins, the usual reaction starts with “Wow! That’s amazing!” then proceeds to technical questions such as “Is that a wrap or paint,” followed by “Is your airplane for sale?” and the big Kahuna: “How do you list the color on flight plans?”

Hawkins adds he’ll need to figure it out quickly, as he plans to fly the multicolored Mooney to Oshkosh, Wisconsin, this year for the annual EAA AirVenture convention.

The post Rainbow Mooney Makes the Airshow Scene appeared first on FLYING Magazine.

AERO 2023 launched in Friedrichshafen on April 19 with a focus on sustainable aviation. 

In fact, we are already doing it, according to key industry leaders from ZeroAvia, Daher, Textron eAviation, Pilatus, and Elixir, at the General Aviation Manufacturers Association’s luncheon. “GA is the solution to this,” said Kyle Martin, GAMA vice president of European affairs.

The event focused squarely on illuminating that message so that those who were there could spread it beyond the walls of Messe Friedrichshafen—and beyond the confines of the general aviation industry into the greater world that needs to understand it. Rather than being an easy target for blame under the auspices of climate change, GA already demonstrates the innovative answers that are possible. Stopping flying is not the answer—flying in better and more sustainable ways will be.

Eric Hinson, GAMA chairman for 2023 and president and CEO of Simcom International, kicked off the lunch with his observations. “I’m going to begin by talking just a little bit about the importance of GA—and I think that’s an important message that we in the industry need to do a better job of communicating. [GA] is basically a connectivity tool that connects people, product, and services.” Those not in GA see it through a myopic view—the high net-worth individual who gets out of a jet—and not for the intrinsic value it provides to nearly everyone in some way.”

Those companies working on solutions in both short- and long-range segments include, according to Hinson, GAMA members and others which are “working on hydrogen-powered solutions…[and] working on electric propulsion to replace fossil-based fuels—and so I’m very confident that over the next 10 to 15 years we are going to see significant advancements in our capability to replace fossil-based fuel for short-range flying. That’s happening here in Europe as well as in the United States. 

“The other area that is equally important is really focused on long-range flying, because we’re always going to have a power-density problem for some time to come—so the long-range solution there is a lot tougher. And of course, the answer there is sustainable aviation fuel.”

There are several legitimate concerns about the current implementation of SAF both in Europe and North America. The first lies in its composition—what biosource it’s derived from, and whether corn-based, cooking oil-based, or various silage-based processes. A second concern lies in how “green” the process of making the fuel is—such as the source of electricity for the manufacturing plant—and how much energy is used in delivering the fuel from its production facility to the distribution points on airports. As Martin would sum up later in the program, in pointing out the value of the book and claim system that allows operators to take credits for SAF entered into the fuel stream: “Trucking tanks of SAF from a Neste factory in Finland to the south of Spain is not the most sustainable approach.”

A corollary to this lies in the current state of electric propulsion, which we have seen this week in several spots on the show floor at AERO—Pipistrel and H55, for two examples—but both directed at short-hop training flights and perceived by some as having limited value to the marketplace.

It’s easy for naysayers to throw rocks at these efforts, but the fact is we won’t get to a solution unless we work on the problems and try new things.

The State of GA in Europe

Martin followed Hinson at the luncheon with his insights into the status of the general and business aviation industries in the EU and UK, including the recovery post-pandemic and political elements affecting both that return to “normal” and moving forward.

“The great news is that we are powering through the COVID recovery,” said Martin. “We are showing growth across all four main product sectors, whether it’s piston airplanes for the training market, turboprop airplanes for the transportation and air services market…the business jet market is growing and coming back—it’s being held back a bit by supply chain constraints, but many new products are coming to the market and that will help boost numbers in the years ahead. And the helicopter market’s finally coming back.”

In addition, traffic numbers reflect the normalizing of the GA industry, with 2022 IFR traffic numbers showing “strong growth versus 2021,” as Martin noted.

Martin also emphasized the value of GA in sustainability problem solving: “Our industry is absolutely the incubator and the growth engine for sustainable and safe aviation technology.” Yes, it’s simply easier to innovate and iterate using small aircraft—we witness all the time how new tech in our GA cockpits “trickles up” to larger platforms until it makes it onto a Part 25 transport category jet a decade—or more—later. At Oshkosh this summer, you’re certain to see an airline captain gazing wistfully at the instrument panel on an RV-series. The most innovative solutions will happen first in the skunkworks of our GA manufacturers, the labs of small but feisty aerospace startups, and in the hangars of our kitbuilders. The first applications may be limited in scope—but that’s the point. You want to test things on a small batch first.

Industry Panel on Workforce, Energy

In parallel to the discussion of sustainability is attracting the workforce that will develop it. To this end, the discussion turned to an industry panel led by Cate Brancart, GAMA’s manager for European operations and safety. 

The panel featured:

• Cyril Champenois, co-founder and CMO of Elixir Aircraft
• Nicolas Chabbert, senior vice president of Daher’s Aircraft Division
• Jane Lefley, strategy associate for ZeroAvia
• Rob Scholl, president and CEO of Textron eAviation
• Urs Thomann, director of technologies and processes, Pilatus Aircraft

Scholl’s organization—newly formed to consolidate Textron’s efforts in several future-leaning sectors—represents well the human energy derived from a company’s dedication to innovation. “We are seeing a lot of people express interest in coming to work for our organization,” said Scholl, “because everything that we’re doing right now—as you see from this group on stage—is new…For those people who want to take on the challenge in this exciting industry, these projects offer a unique opportunity to really get into something that no one in the world has done before.”

That’s a key part of the GA story we need to tell, according to the panelists.

Specifically, bringing young people into GA OEMs is another goal—and one that Elixir seems to have done naturally, with an average age of 34 or 35, according to Champenois. “We are at a turning point in general aviation,” he said, regarding not only energy sources but the way aircraft are manufactured to reduce parts count and streamline processes. “We feel that [the younger generation] was kind of lost for the past 20 years because nothing was really moving.”

A market-based approach will provide the most practical solutions. “We all know that we have the difficult challenge [ahead] to transition to the alternative fuels,” said Chabbert. “This is something that is a ‘must.’ We all know that this is on our trajectory to become neutral by 2050—it’s a key element to our strategy. But…let’s go back to the roots. What is the market wanting? ‘Cause if we’re just about to propose a bunch of technologies, I think we’re probably going to miss the main thing that we’re doing, [which] is to address the market needs.”

As for attracting new entrants to the workforce, Daher relies upon its apprenticeship program. “We have renewed our workforce, and the way that we do that is through apprentices—we have doubled the number of apprentices about every year, so it is a growing number of new people to us.” The younger generation is environmentally sensitive, he added, “so I think they are also after a project that is going to rehabilitate Earth.” Of the apprentices they engage, 80 percent transition to full-time employment, according to Chabbert.

“Agility is one thing that is going to be important,” said Thomann. “If the workforce is agile in selecting their employers, then the employers have to become agile as well.” A diverse workforce is a critical piece too—and across the industry panel, they discussed how they are helping to grow the applicant pool so that the best and brightest minds get the education they need and become visible to the companies that need their talents. Pilatus has also recently implemented better compensation strategies to help attract and retain the people it wants in the organization—instead of keeping bonuses until the end of the year, they incorporate the higher pay rate in a much more transparent way so that its personnel can plan more accurately.

In order to ensure a diverse talent pool, Chabbert added: “We need to bring in schools—I mean, it is not new, it is nothing that has not been done, it is something that we stopped doing. We have to resume and get the schools into our plans so [the students] can actually practice, and get themselves exposed to the different jobs. With the kind of diversity that we’re talking about, it is data management with a technology-driven approach.”

Telling the GA Story

All of these topics circle back around to one critical concern: Many governments around the world appear to be moving against the GA industry, setting targets for carbon emissions that may not be realistic. If we don’t achieve those goals, will the rug be pulled out from under us? That question was the final one put to the panel—poignant at AERO because of recent movements in the Netherlands’ Schiphol Airport to propose a ban on business jets, and there’s legislation in France seeking to reduce or stop short-haul flights—or the insane idea we might ban flying altogether in order to achieve net-zero.

To combat this, we need to take control of the narrative. “We have to educate… we are not a victim…we have to be proud of saying our story—and say it loud and clear: that is what we do and why we do it,” said Chabbert. “We need to make our story and to praise it.”

Lefley concurred: “I agree with you—I think the industry faces an existential threat ultimately, which is why new technology like what ZeroAvia is doing is so critical. One of the things we need to do is to educate governments and the public about the fact that people are doing this already, and that it can be done safely.

“I think it’s easier to use technology than to force everyone to stop flying,” she concluded.

It’s a global story we must tell, and the examples set in the EU—making progress on regulatory coordination and public understanding—will provide a roadmap for the innovation of the industry to drive us forward.

The post General Aviation Has a Great Sustainability Story To Tell appeared first on FLYING Magazine.

With the majority of its fleet able to utilize diesel-based fuels—including its new EASA-approved DA50 RG—Diamond Aircraft has long committed to better efficiency, lower operating costs—and a reduced overall environmental footprint.

To pursue further the development of sustainable aviation fuel solutions and alternative energy sources for its aircraft—current and future models—Diamond Aircraft Austria, together with its sister company Austro Engine, announced this week at AERO the projects it has undertaken recently towards this future.

“Next to the all-electric eDA40, SAF will become a near-term available solution for sustainable aviation,” said Robert Kremnitzer, head of the design organization for Diamond Aircraft Austria. “In the piston engine segment, we have the big advantage that most of our existing fleet is already using jet fuel. With this program we ensure that sustainable alternatives to [these] fuel types may be used as soon as they become available at airports with general aviation fuel stations with no or only minor adaptations to the aircraft.”

Austro will cooperate with fleet customer Lufthansa Aviation Training, fuel producers, and universities—and also with other GA partners, including a Germany-based initiative, aireg (aviation initiative for renewable energy in Germany e.V.).

“We believe the coexistence of several technologies is strategically sensible for general aviation,” said Felix Zahradnik, chief technology officer for Austro Engine. “In addition to further innovations in the field of material science and combustion process development, the key to sustainability lies in the type of fuel used. By using regeneratively produced fuels, not only can the existing infrastructure be utilized, but also the CO2 balance is significantly and directly influenced. The goal of current efforts is clearly the release of sustainable fuels for currently available aircraft.”

The partnership plans to result in an ATSM-accepted D7566 SAF blend, which will be a drop-in replacement for GA aircraft in the next couple of years. The company plans to power its own fleet with the blend by 2025, and gain market acceptance with the SAF by 2030. A 100-percent pure, unblended SAF is on the horizon for 2050.

The post Diamond Partners with Austro Engines on SAF appeared first on FLYING Magazine.

Remote wakeup is just one of the new tools for pilots on new Piper M600 series turboprops—as well as a significant step forward in the airplane’s sustainable future.

Piper Aircraft announced at AERO 2023 this week in Friedrichshafen, Germany, that the M500, M600, and many Meridian models are now able to use sustainable aviation fuel, as well as Garmin PlaneSync for the G3000 equipped M600/SLS to come in Q2 this year.

The SAF news is welcome, particularly in the current climate in the European Union, where goals to reach net-zero emissions are keenly felt. The series is powered by variations on the Pratt & Whitney PT6 twin-shaft turboprop powerplant, with the PT6A-42A at 600 shp. The FAA blessing—SAIB 56-R4—as well as EASA approval covers SAF nominally using up to a 50/50 blend with traditional jet-A for the moment, as percentages up to that ratio are most widely available. 

Ron Gunnarson, Piper’s vice president of sales, marketing, and customer support, characterized it at the press conference, “[The approval of SAF] is for use in every country that the M class can operate, including here [under EASA]. So all jet fuel that meets the requirements of the American Society for Testing and Materials [ASTM] can be used in the Piper PA-46 powered aircraft. The introduction to this will not require a change in any aircraft specifications, and will not require a change in placarding or even in the pilot’s operating handbook.” 

The 1:1 Demand Pull

Global economic forces continue to mean Piper is building about as many aircraft as the general aviation market demands, relaxing some from tense highs last year, in which the OEM delivered 236 units—with 70 of those in the M class, including the M350, M500, and M600. M350 demand in particular is going strong—following move ups in the market from Cirrus ST series drivers who see only a small delta between the top of that price range and the $1.6 million for the M350.

“We’re in a pull market for both our trainers and in our M class aircraft—let’s just say it’s not pulling quite as hard as it was maybe a year ago,” said Gunnarson. “That’s not necessarily a bad thing. With 35 years in this business at three different OEMs, I can say that what we were experiencing last year from a production versus supply was unsustainable. I think we’re seeing some of the normalizing, if you will.”

In 2022, Piper delivered 236 aircraft, which was a 14 percent increase over its 2021 figures. Looking ahead, Gunnarson notes that 2023 will continue the trend, as the demand continues and the company’s ability to meet it improves. “For 2023, we’re on track to deliver about 265 aircraft, about 10 percent additional growth, with that same kind of mix. It might be heavier in the M class in 2023. We’ve had strong demand for our M350, the most that we’ve had for several years.

“The dealer pull for the M350 this year was 30-plus aircraft,” Gunnarson added—the most it has seen in recent memory.

Piper shepherds about 70 M class aircraft per year out the door, with 140 in the PA-28 series, which includes the DX, LX, and the Piper 100i.

Garmin PlaneSync

Piper had previewed its latest addition to the Garmin G3000-equipped M600/SLS models—including Garmin PlaneSync—to its customers at the National Business Aviation Association’s convention last fall, and now it’s preparing for the release of the new suite of capabilities for these M-class airplanes using that integrated flight deck.

Updates begin with the addition of enhanced taxi routing via 3D Safe Taxi and preprogramming of taxi clearances. By inputting the cleared route into the GTC touchscreen controller, a routing appears on the multifunction display in a top-down view for increased situational awareness.

The enhancements continue with CAS-based checklists, which will pop up with many corresponding crew alerting system messages, bringing the most likely process to resolve the issue directly to the pilot. Garmin and Piper have also added a glide range ring, stabilized approach annunciations, and additional weight and balance performance features.

Finally, pilots will now have the ability through PlaneSync to remotely “wake up” the airplane and check certain functions and status reports from wherever they have an internet connection. These parameters include database and battery states, and fuel and oil levels. On board the airplane, only the left-hand PFD turns on when the pilot accesses these functions, and only partially so as to conserve battery power.

PlaneSync is anticipated to gain FAA certification in Q2 2023, with EASA and Transport Canada validation to follow.

The post Piper M Class Is Ready for SAF, Garmin’s PlaneSync appeared first on FLYING Magazine.

Sun n’ Fun’s Paradise City is home to Lakeland-Linder International Airport’s grass strip where homebuilts, ultralights, gyrocopters, LSAs, and the like make their base camp during the week of the Sun ‘n Fun Aerospace Expo’s displays, demos, and flying. It is also the home of the STOL Corral, which this year was open to the public. A significant number of the normal STOL performers were MIA as they were experiencing snow and no-go weather conditions elsewhere around the U.S. preventing them from attending. Lakeland (KLAL), however, had beautiful weather all week allowing unrestricted flights all day.

As the sun approached the horizon, the crowds began gathering while the crews and pilots of the STOL Demonstration quickly took the field setting up cones, flags, chalk, and tape measures in a well-orchestrated nexus of skilled individuals volunteering their time to facilitate this impressive show. While technically not a competition, some of the best in the world traveled great distances to demonstrate their aircraft and skill and were not to be outdone.

The STOL Contenders

With the legendary STOL pilot Frank Knapp and his wife Kris—alongside Anitra “STOL Queen” Goddard—at the helm of this year’s event, it went off without a hitch. Moved back two hours from previous years, the new start time put the setting sun directly in the windscreen of pilots on day one. However, this would be the last instance of this set up, as winds shifted in favor of the sun behind the pilots for the following two days. 

Although the event was spread over three days with Steve Henry in his Wild West Highlander winning days one and three, day two proved to be the only day that mattered as winds were most favorable on this day allowing Dan Reynolds to take full advantage of this steady wind in his custom-built, nitrous-oxide-assisted two-stroke fat ultralight he calls the “Valdez Special” Chinook. 

Reynolds was able to stick the most amazing landing—at an approach angle reminiscent of that of a lawn dart—driving his tires into the sand of the beaten grass strip stopping his forward momentum. It was as though he had dropped a tail hook and caught an arresting wire on an aircraft carrier for the landing that left his tail still remaining over the line for the win in the lights class. Jay Stanford flew his nitrous-powered Exp Super Cub extremely well to fill the third spot against these much lighter aircraft.

In the heavies it was Ross Harwell taking the number 1 spot in his husky followed by hometown favorite Warren Grobbelaar in his Cessna 180.

The post Sun ‘n Fun STOL Invitational Draws Fans into the Corral appeared first on FLYING Magazine.

Melbourne Flight Training is expanding its aircraft fleet with the purchase of 31 Tecnam Aircraft as part of the school’s continued growth.

Twenty Tecnam P-Mentors, eight P2010 (with 180 hp powerplants), and three P2006Ts are among the school’s new fleet of airplanes announced during Sun ‘n Fun Aerospace Expo in Lakeland, Florida, last week. While the P2006T was on hand during the show, the rest of the aircraft will be delivered in 2024.

In a press release, Melbourne Flight Training said the acquisition will “enhance the quality of flight training programs, reduce costs for student customers, and provide a range of training options to meet the needs of the student body.” 

Located on Florida’s Space Coast, Melbourne Flight Training was founded in 2016 by Derek Fallon and his wife, Kristina. The school provides flight instruction to recreational and professional pilot students, including an accelerated Career Aviator Pathway (CAP) program, multiengine training, and advanced training up to airline transport pilot (ATP) certifications. It currently operates a fleet of training aircraft, including Cirrus SR20 and SR22 models, Cessna 172s, and the Beechcraft 76 Duchess.

• READ MORE: Kenai Aviation Adds Tecnam P2012 to Alaskan Fleet

“Melbourne Flight Training is thrilled to announce our acquisition of a new Tecnam Aircraft training fleet, marking a new chapter in our commitment to providing exceptional flight training experiences,” said Fallon. “With the addition of these state-of-the-art aircraft, we’re excited to continue empowering our students to soar to new heights with confidence and skill. We are elated to be joining the Tecnam family and look forward to our partnership as we commit to training new professional flight students enrolled in our Career Aviator Pathway program.”

Manufactured in Italy, Tecnam’s fleet of high- and low-wing trainers offer Garmin glass avionics and low emissions. According to Tecnam, flight schools utilizing its aircraft can save as much as 10 tons of CO2 emissions for every student who graduates with a commercial certificate—a 60 percent reduction compared to competitors. Additionally, its P-Mentor model has an airframe Ballistic Recovery System—offering an extra layer of safety for learners.

“We are very excited about this fantastic partnership with Melbourne Flight Academy,” said Walter da Costa, Tecnam’s chief sales officer. “Our fleet solution is unique in the market, ensuring reliability, cost control, smart training, and low emissions. Together with Melbourne Flight Academy, we are proud to innovate the flight training paradigm in the USA.”

This year’s Sun ‘n Fun has proven to be a huge success for Tecnam as the manufacturer also received an order for 15 P-Mentor models from HCH Aviation, which has a partnership with Stephen F. Austin State University. The P-Mentors will join the school’s fleet of twin-engine P2006Ts.

HCH Aviation president Kristen Conklin said, “Tecnam has been a wonderful partner in assisting our team in our aircraft needs. The Tecnam aircraft are superior aircraft to serve our rapidly growing collegiate flight program, the most modern tool for our students to proceed easily with their professional pilot career.”

In addition to the HCH Aviation order, Kenai Aviation—a family-run airline and charter company based in Alaska took delivery of a Tecnam P2012 Traveller during the airshow.

The post Melbourne Flight Training Expands Fleet with Tecnam Buy appeared first on FLYING Magazine.

The way a pilot paints their airplane makes a statement—whether it’s quiet elegance or bold action. And aircraft manufacturers generally go to great lengths to select the colors and appointments both inside and out that speak to their customer base. In doing so, sometimes they end up with so many choices that the results a pilot wishes to achieve are hard to visualize.

To help solve this, Cirrus Aircraft launched its new aircraft configurator at the Sun ‘n Fun Aerospace Expo this week. FLYING had a chance to try it out at the OEM’s chalet on the flight line—and it takes the selection process to a new level.

Available for the entire SR series—including the SR20, SR22, and SR22T—as well as the Vision Jet, the aircraft configurator allows for the potential aircraft owner to walk through the benefits of each model. Then, the configurator guides the buyer through the myriad choices available in both exterior and interior color and other elements.

The app is a great way to understand more about the airplanes on a pilot’s own time, assisting with their research in a self-propelled way.

Not buying and just imagining that you’ll fly a Cirrus someday? The configurator powers those dreams too.

The post Pilots Can Pick A Cirrus With Its New Configurator appeared first on FLYING Magazine.

The open-cockpit A50 Junior SLSA crafted of corrugated metal gained FAA acceptance in February—and the throwback to the golden age of flight made its grand entrance at the Sun ’n Fun Aerospace Expo in Lakeland, Florida, on Monday.

Junkers Aircraft—now the parent company to the WACO marque as well—hosted the event at its WACO Kitchen at the Sheltair FBO at the Lakeland Linder International Airport on the afternoon prior to the official opening of the show on March 28. 

A Throwback and Leap Forward

Taking the 1929 design from Hugo junkers and updating it to the modern era, Junkers Aircraft has begun manufacturing the two-seat, low-wing, aluminum-skinned sport airplane at its U.S. facility in Michigan. The original 80 hp Armstrong-Siddeley Genet radial engine has been swapped out for the 100 hp Rotax 912iS with a two-blade, ground adjustable MT propeller. In the rear cockpit—from which the airplane is flown when solo—the Garmin G3X with a 10.6-inch display provides aircraft control and navigational power, with a companion 7-inch G3X display up front.

Other safety improvements over the traditional design include a Beringer braking system and a Galaxy ballistic recovery parachute. The airplane already came in under SLSA parameters with a max takeoff weight of 1,320 pounds and suitability to the training environment.

The first 29 aircraft are offered at 179,000 euros or about $193,500 at today’s exchange rate. Look for an upcoming We Fly pilot report in the pages of FLYING.

Junkers A50 Junior Specs

Price: 179,000 euros (roughly $193,500)

Engine: Rotax 912iS, 100 hp, fuel-injected

Propeller: two-blade MT, ground adjustable

Recovery System: Galaxy GRS 600 airframe parachute

Seats: 1 + 1 (solo from the rear)

Day VFR Only

Wingspan: 32 feet, 4 inches

Length: 24 feet, 4 inches

Height: 9 feet, 6 inches

Max Takeoff Weight: 1,320 pounds

Empty Weight: 840 pounds

Useful Load: 480 pounds / 310 pounds with full fuel

Fuel Capacity: 27 gallons

Fuel Consumption: 4 gph at best economy

Range: 680 nm

Cruise Speed: 75 knots

Stall Speed: 46 knots

Max Crosswind Component: 15 knots

Takeoff Distance, Over 50-ft. Obstacle: 984 feet

Landing Distance, Over 50-ft. Obstacle: 1,355 feet

The post Junkers A50 Junior Unveiled to Kick Off Sun ’n Fun 2023 appeared first on FLYING Magazine.

After a nearly rained-out practice, SwampSTOL lived up to its name, turning the normally beautiful grass field in Jennings, Louisiana into a wet, mud-filled landscape. 

The locals were undeterred, arriving in their muck boots. The runway was high ground and competition continued as scheduled. Braking was challenging. 

The SwampSTOL event opened with a new look, logo, rules, and a completely new format of classes created by statistics from the previous year. For the first time, the different types of aircraft are being placed together based on performance data in the hands of capable pilots in competition, not relying on speculative POH information, published performances, and gross weights alone. 

• READ MORE: Carbon Cub Pilot Takes STOL to The Extreme With Helipad Landing

The two newest noteworthy classes are the Rookie Class, designed to encourage newcomers to join and fly with pilots of similar experience in STOL, and the Unlimited Class, which demonstrates the best-performing STOL aircraft with pilots competing for prize purses.

SwampSTOL 2023 Results

Touring Class

Brandon Corn, in his custom-painted Cessna 205, won with an impressive 333-foot combined takeoff and landing, followed by Clayton Stansell at 489 feet in a Cessna 180 and 

Don Mickey (with two people in the cockpit) pulled off 507 feet for his 2023 return.

Bush Class

Jeff Pohl took first place with 145 feet in front of newcomer Shawn Johnson at 156 feet, followed by Micah Lindstrom at 172 feet.

Adventure Class

It was all American Legend Cubs, beginning with Brian Steck at 110 feet, while Collin Canev—with only a few hours at the stick of this new airplane—laws down a 134-foot run for second, with Luke Spoor finishing on his tail at 138 feet. 

Rookie Class

Kelly Qualls placed first with 229 feet in his CubCrafters Carbon Cub, which—according to the rules of the class—bumped him out of this class in the future. Chris Jamison flew his Zenith 701 to a second-place finish at 233 feet, followed by Nick Ardillo in his Carbon Cub at 253 feet.

Sport Class

Rick Boardman took first place at 114 feet in his Carbon Cub, with the belly pod attached, in front of Kris Griewahn in his Just Aircraft SuperStol at 208 feet, with newcomer Justin Tisdale flying his Zenith 701 to a 462 feet third place finish.

Unlimited Class

Steve Henry was on fire with his brand new Yee Haw 8 Wild West Highlander, taking first with an unbelievable 35-foot combined score, followed by Dan Reynolds, who caught a gust at the line, forcing him to add throttle to prevent scratching on his third lap, finishing second with 77 feet.

The City of Jennings, Louisiana and Jeff Davis Tourism Parish partnered to serve several hundred pounds of crawfish, cooked on the spot, and served to all the pilots and crews in attendance. It was a gesture that continues to entice competitors to make the journey to this unique event.

The sunrise of the 2023 National STOL season came with the sunset of STOL Queen Anitra Goddard, who was given an emotional ceremony and send-off. All the pilots, crews, and staff thanked Anitra for all her hard work and wished her the best in her future endeavors. 

More information on future National STOL competitions may be found here.

The post National STOL Series Opens With SwampSTOL 2023 appeared first on FLYING Magazine.

For all of the pilots who enjoy the challenge of landing short enough to take the first turnoff from the runway, CubCrafters has raised the bar.

The aircraft maker collaborated with Red Bull and the extreme sports promoter XDubai to stage the landing of a Carbon Cub on the helipad atop the 56-story Burj Al Arab Hotel in Dubai, UAE. Luke Czepiela, a Red Bull Air Race pilot and Carbon Cub owner, flew a modified version of the aircraft onto the pad, which is about 90 feet wide and 695 feet above sea level.

• READ MORE: Behind the Scenes at CubCrafters, Crafting a Cub

“All big moments start with little ideas powered by imagination and the desire to create something special,” stated Patrick Horgan, CubCrafters’ president and CEO. “Red Bull has done many projects over the years that have inspired aviators worldwide, so we were honored to join them on this project to demonstrate the incredible capabilities of the kinds of aircraft our company designs and manufactures.”

“To ensure success, we wanted the airplane best suited to the challenge, and CubCrafters was the obvious choice,” said Michał Graczyk, the event’s aviation project manager. Brad Damm, CubCrafters’ vice president, noted that two years of planning went into the project, and that successfully landing on the helipad “really pushes the limits of what a best-of-class STOL aircraft, and an extremely capable and dedicated pilot, can achieve.” 

• READ MORE: CubCrafters Gets Set To Go Public

Mike Patey—a bush pilot, aviation engineer, and YouTube personality who also owns a Carbon Cub—joined the technical crew in making modifications. “It was a pretty simple formula,” he said. “We cut weight, changed the CG to increase the effectiveness of the brakes, and added extra horsepower.”

Ever since the hotel’s completion in 1999, its helipad has been a setting for promotional events. In 2004, Tiger Woods hit golf balls from the pad before the Dubai Desert Classic tournament. The following year, Roger Federer and Andre Agassi played a tennis match there. In 2013, the helipad seemed especially small as Formula 1 driver David Coulthard performed donuts in his Red Bull racing car before the Abu Dhabi Grand Prix.

The post Carbon Cub Pilot Takes STOL to The Extreme With Helipad Landing appeared first on FLYING Magazine.

If attending the Reno Air Races is on your bucket list, make your plans now. According to the Reno Air Race Association (RARA), this is the last year the National Championship Air Races will be held at the Reno-Stead Airport (KRTS).

A location for next year has not been announced.

The airport was built in 1942. The races have been held at Reno-Stead since 1964, when it was known as Stead Air Force Base. Today, the airport is shared by the military and civilians as a general aviation airport.

“It is with heavy hearts that we write this to let you know that, after nearly 60 years of air racing in northern Nevada, 2023 will be the last National Championship Air Races at the Reno-Stead Airport,” RARA said in a statement Thursday. “While we knew this day might eventually come, we had hoped it wouldn’t come so soon. Citing the region’s significant growth amongst other concerns, the Reno Tahoe Airport Authority (RTAA) has made the decision to sunset the event.”

“We are grateful for our time at the Reno-Stead Airport and our partnership with the Reno Tahoe Airport Authority that made the event possible,” the organization added.

• READ MORE: The Pilots of STOL Drag

FLYING made multiple attempts to reach someone from the Reno Tahoe Airport Authority but our calls were not returned before press time.

Knew It Was Coming

The races bring in millions of dollars to the local economy as thousands of aviation fans and racers flock to the area. RARA is encouraging the public and the race regulars to come to the last event.

“We knew it was coming,” said Marilyn Dash, who has competed in the races and been a spectator for 25 years.

Dash attributes the RTAA’s decision to terminate the lease for the races on the encroachment that has been happening since the 1960s, saying the neighborhoods and homes pop up every year, getting closer to the buffer zone around the race courses, which extend approximately 10 miles from the airport.

Safety Concerns

Over the years, aircraft accidents, some of them high profile, have raised safety concerns.

On September 16, 2011, the highly modified P-51 Galloping Ghost crashed in front of the box seats, killing 11 people—including the pilot—and injuring at least 64 others, some of whom by shrapnel created when the aircraft plunged onto the ramp and disintegrated. The National Transportation Safety Board (NTSB) determined that worn-out parts and untested modifications led to the pilot’s loss of control and subsequent accident.

• READ MORE: The Draw of STOL Drag

Last year on September 18, an Aero Vodochody L-29 crashed during a race, killing the pilot. According to the NTSB report, the aircraft was competing in Race 29, and on lap 3 of 6, entered a climb as it neared outer pylon No. 4. The aircraft steeped its bank to approximately 90 degrees, and started a descent, then rolled left to an approximate 90-degree bank and continued rolling until it struck the ground in a nose-low attitude just outside pylon No. 5. The aircraft exploded on impact.

Vintage Aircraft

In addition to the highly modified, highly specialized racing airplanes, Reno was a great place to view award winning vintage aircraft, says Ron Kaplan, executive director at Ohio Air & Space Hall of Fame and Learning Center. 

Kaplan has been involved in the races since he was part of the Miss America P-51 Air Racing Team in the mid-1990s. In 1998, Kaplan and Mike Houghton, then CEO of RARA, were with the Smithsonian, NAHF, and Rolls-Royce, and they co-founded the National Aviation Heritage Invitational. Owners of airworthy vintage aircraft were invited to fly to the event and have their aircraft judged, similar to how it is done at EAA AirVenture each year.

“We would literally host 25 to 35 flying museum pieces each year. And running into the likes of  our enshrinees added to the allure, for everyone—spectators, sponsors, participants,” said Kaplan, who served as the NAHI deputy director up until his retirement last year.

Reno often attracted aviation and aerospace legends, such as Paul Tibbets, Neil Armstrong, Jim Lovell, Bud Anderson, Don Lopez, Gene Cernan, Herb Kelleher, Patrick Brady “and many, many heroes and legends of flight,” Kaplan added. “It was never a hard sell to get true aviation aficionados to join us, and many of them, like Bob Hoover, Hoot Gibson, and Clay Lacy, were regulars, anyway.”

• VIDEO: Go Behind the Scenes at the Reno Air Races

One of the highlights of Reno was that the majority of attendees came with an inherent appreciation and understanding of aviation history, Kaplan said.

“That was a major reason the annual ‘People’s Choice Award’ trophy, as voted by the spectators, was almost as popular as the Grand Champion trophy itself.”

Saying Goodbye

It is difficult to imagine the races being held anyplace else, Dash said.

RARA is exploring other venues that accept the 100,000 to 150,000 people that come to the event. 

“I have heard there have been suggestions of moving it to Tonopah, Minden, or Wendover airports,” Dash said. Both Tonopah and Minden Airports are in Nevada; Wendover is in Utah.

The RARA is encouraging racers and race fans to make one more trip to Reno for the last event, “making this year’s event the biggest and most successful it can be,” it said.

The last National Championship Air Races in Reno will take place from September 13 through 17. The organizers say they expect more than 150 airplanes and pilots to attend, as well as several hands-on displays and experiences, including a STEM Education Discovery Zone, the ever popular heritage displays, military demonstrations, and static displays and more.

The event will also mark the third year of competition for the STOL (short take-off and landing) Drag series. Tickets can be purchased here.

“Some teams spend all year working on airplane designs and modifications in preparation for the Reno Air Races, as it is a one of a kind event held in the United States,” says Dash. “This is our last time to get us all together. This is your last year to go—let’s just do it. Let’s send it off with a bang.”

The post Regional Growth Forces Reno Air Races To Look for New Home appeared first on FLYING Magazine.

It’s a factory in the sense that parts are manufactured here, with many of those assembled all the way into flying aircraft. But the CubCrafters’ facilities on the Yakima airport still read like a renovation center, and a locus of innovation in a clearly defined lane: to craft the best Cub possible, whatever that means.

That definition has evolved over the 35-plus years that the company has developed mods for the Piper Super Cub, and created the Top Cub and current succeeding models to answer the insatiable need for Cub-like airplanes. Adapting new technology and backcountry tricks, the current Cubs—the Carbon Cubs, SportCubs, and XCub/NXCub—read like a flavor board at Baskin-Robbins. No matter what you order, it’s a great ice cream cone, but if you want it in a cup, we can do that too, they seem to say.

The Art of Building

CubCrafters’ physical plant lies in a series of large warehouse-style buildings on and adjacent to KYKM. With processes that vary between composite layup, steel-tube welding, aluminum casting, and fabric work, there’s a wide range of talent on display as we walk through each area in succession.

• READ MORE: CubCrafters Carbon Cub FX-3 & EX-3

The recent growth feels apparent, as the company has been investing in the most modern CNC machines to precisely print and punch parts while still housing original jigs for the robust yet more traditional airframe structures. The factory-built SLSA Sport Cub comes together alongside the kit components for E/AB aircraft that still form a significant portion of what CubCrafters pushes out the door each year.

The trike XCub and nosewheel-equipped NXCub come completely factory built—and we can’t help but follow their path as well, as the company builds parts for each model in tandem in each of the shops. But during our tour, we focus mostly on the composition of the FX3 and EX3. What’s the difference between the two? One invites the builder into the factory to shepherd the construction and assembly process, and one goes out the door in a series of parts and pieces for the owner-builder to fashion on their own.

A Guided Process

The steps to build the FX3 take advantage of the tooling and skill sets at the CubCrafters’ base. The program consists of three phases over the course of 10 working days. In the first factory session, the builder spends five days working under supervision from the company’s technicians to craft the parts that will go into their airplane. In the second phase, CubCrafters puts the parts and components through an inspection and assembly process to ensure they pass quality control and will be ready for the third and final phase. That’s when the builder returns to Yakima to complete the final assembly and inspection. After airworthiness certification, the factory also provides two test flights by company pilots to log the initial hours on the airplane.

• READ MORE: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry

At EAA AirVenture 2022, CubCrafters made experimental OEM history when it launched its first stock offering to investors at the show. This was no regular IPO, but instead a filing with the Securities and Exchange Commission to secure up to $45 million in capital. At $5 per share and a minimum investment of $400, the company sought to preserve its grassroots feel while answering the need for growth.

And the need is acutely felt—right now, customers face a backlog of up to 27 months for kits and aircraft, depending on the model. As of October, CubCrafters has secured more than half of the proposed investment, and it’s ready to use the money to grow its operation.

The post Behind the Scenes at CubCrafters, Crafting a Cub appeared first on FLYING Magazine.

CubCrafters made its mark in the backcountry, serving up a host of kitbuilt and light sport aircraft before coming on the scene with its certified XCub and NXCub. FLYING‘s Editor-in-Chief Julie Boatman heads to CubCrafters’ headquarters in Yakima, Washington, to try out their latest designs.

Follow along as we test out the FX-3—and see what the EX-3 is capable of off-airport, including an honest-to-goodness hayfield—in this snapshot from our Q4 2022 issue of FLYING.

The post We Fly: CubCrafters Carbon Cub FX-3 & EX-3 appeared first on FLYING Magazine.

Gather a few thousand Cessna 150 pilots and ask them how they’d improve the airplane, and the resulting feedback would be both consistent and predictable. More cabin space would likely top the list. Better visibility from the cockpit would also be mentioned. Additional fuel capacity would likely come up, and some might mention a desire for a more modern design. Back in the early- to mid-1970s, Cessna dominated the primary training market and accordingly, the company had a target on its back. Cessna’s competitors wanted a piece of the pie, and the process started with thorough, competitive analysis. After compiling a list of the most desired improvements, both Piper and Beechcraft went to work developing their own modernized entries into the primary trainer market and came out with new models. Here, we explore Beechcraft’s take, the Model 77 Skipper.

In terms of outward appearance, the Piper PA-38 Tomahawk and Beechcraft Skipper look nearly identical. The visual differences are few and minor, and differentiating them requires some attention to detail. The Tomahawk has square side windows and a full wraparound rear window, for example, while the Skipper has trapezoidal side windows and two separate triangular rear windows.

The Tomahawk’s vertical stabilizer extends above the horizontal stabilizer while the Skipper’s is a true T-tail, resembling that of its big brother, the Beechcraft King Air. This was intentional on Beechcraft’s part; in print ads, the Skipper was touted as using “the T-tail design of the Super King Air turboprop.” And while theTomahawk’s gear attaches at the wing, the Skipper’s is slightly narrower and attaches to the fuselage’s belly.

Beyond those differences, the two models are near carbon copies in terms of appearance. While the competitive environment in those days was rather cut-throat and corporate espionage has been suggested as the reason for the similarity, inherent technical constraints likely played a large part.

Tasked with utilizing the same power plant (the 112-to 115-hp Lycoming O-235), carrying two people, and offering comfort and visibility superior to the Cessna 150 in a low-wing configuration, it’s perhaps not surprising that both Piper and Beechcraft arrived at the same general layout when designing their new trainers.

In the case of the Skipper, the design goals seem to have been achieved. Cabin space is noticeably more accommodating than the 150/152, and outward visibility is similarly superior by virtue of the low wing and large windows.

Overall, the Skipper’s cabin indeed feels like a more ergonomic, pleasant place to be when compared with the 150/152.

Model History

Unlike other types that were produced over many decades and were offered in dozens of subtypes, the Skipper is simple and uniform. Only the Model 77 was produced, with no special editions or improved versions ever offered. Accordingly, Skippers are consistent in specifications, amenities, and stock panel layouts.

The prototype first flew in 1975, two years after the Tomahawk’s first flight. After lengthy experimentation with various engines and tail configurations, production started in 1979. Beechcraft built a total of 312 Skipper examples through 1981.

At that time, the market began to soften and Beechcraft suspended production, reportedly pending an improvement in market conditions. No such improvement occurred, however, and some unsold Skippers were offered as 1982 models.

Market Snapshot

When it comes to assessing the current market value of the Skipper, its rarity makes it more challenging to evaluate than others. Combing through the offerings of over a half-dozen sources for three months, we were only able to find six examples listed for sale. This includes regular scouring of Craigslists nationwide as well as eBay. Few Skippers were built to begin with, fewer remain today, and naturally, only a handful are listed for sale each year.

Of the examples we found, the least expensive was listed for $30,000 and the most expensive was listed for $45,000. The median price came to $34,000, and the median total airframe time was 4,900 hours. Among 1980s-era aircraft, it’s one of the most affordable.

Flight Characteristics

The Skipper stands out on most ramps. A relatively unique design compared with traditional Cessnas and Pipers, the Skipper’s larger and taller cabin creates greater ramp presence than a 150 or 152, as does he T-tail. When it’s time for the preflight, the T-tail becomes more of a nuisance than a benefit, as close inspection and snow/ice removal are far more cumbersome than with a conventional low horizontal stabilizer.

With a cabin that places the seat 7 inches higher than the 150’s, boarding the Skipper feels quite a bit different. Rather than ducking beneath an eye-level wing to enter a relatively claustrophobic cabin, one climbs up onto the Skipper’s wing and steps through a comparatively massive, welcoming door.

After settling into the seat that’s perched atop the low wing, the outward view is open and bright. Headroom and shoulder room are ample, and with 5 additional inches of cabin width compared to the 150, husky occupants needn’t inhale deeply to shut the doors. This additional space also allows occupants to wear multiple layers and winter coats without feeling too cramped.

Beechcraft engineers began with a clean sheet when designing the cabin and panel, and accordingly, the ergonomics are outstanding. The panel is clean and uncluttered, the circuit breakers and radios are all positioned above the level of the yokes, and the engine instruments are intuitively organized immediately above the throttle and mixture levers.

Stepping on the brakes and handling the controls, it becomes evident that those same engineers wanted to make the diminutive Skipper feel like a larger Beechcraft. The yokes are substantial and exhibit none of the flex inherent in the Tomahawk and 150. The rudder pedals are large aluminum affairs, solid and beefy. And most of the touchpoints are similarly reinforced to provide an overall feeling of quality compared with other bargain-basement types.

Performance-wise, the most limiting aspect of theSkipper is the meager useful load. With 30 gallons of fuel capacity, the full-fuel payload is only 400 pounds. With the addition of optional avionics and typical cabin items, a Skipper pilot must be vigilant about passenger weights and may consider leaving some fuel behind for shorter flights.

With 115 hp on tap, the reality of always operating within a few hundred pounds of maximum takeoff weight makes for a relatively lazy takeoff roll and half-hearted climb performance. The book claims a climb rate of 700 fpm is achievable at gross weight, but as with many types, an aging engine and airframe make such numbers appear rather optimistic in reality. Taking off and climbing are not what it does best.

After leveling off, the Skipper can cruise at 105 knots at 2,700 rpm and about 95 knots at 2,450 rpm, numbers on par with many other two-place aircraft in the 100-hp range.

In flight, the Skipper is defined not by any particular performance number, but rather by the quiet competence with which it handles. The solid-feeling controls are smooth and effective, relaying a feeling of robust quality. Handling is entirely predictable and unremarkable, with no unusual traits or characteristics. One simply asks the Skipper to pitch, bank, or stall, and the airplane does as expected without comment or complaint.

Regard the T-tail with some caution, as it has the propensity to act differently during takeoff and landing than conventional tails mounted lower on the empennage. That said, the effect was less noticeable in the example we flew compared with the Tomahawk. Once again, the Skipper generally does as asked with-out complaint.

Ownership

Without question, the single most challenging as-pect of Skipper ownership is the rarity of the type. With such a small fleet size, airframe parts can be difficult to source, qualified and experienced instructors can be hard to find, and support from other owners is not nearly as robust or commonplace as with other types.

The problem is significant, and it’s not getting better. In 1982, most if not all of the 312 examples built were flying. Twenty years later, reports offered that roughly 210 Skippers were active on the FAA register. Today, after another 20 years have passed, only 118 examples appear on the register. If this trend continues, the Skipper will be virtually extinct by 2042.

Accordingly, a prospective Skipper owner must be willing to become a parts-sourcing enthusiast, seeking out and procuring parts before they’re needed. This may involve saving keyword searches on eBay to receive notifications when parts are listed and monitoring salvage websites for wrecked Skippers from which parts can be taken.

There’s a fine line between stockpiling and hoarding, however. To serve as a responsible steward of the type, one should engage with other owners and be willing to sell or exchange spare parts as needed. Making spare parts available to the entire owner group helps to keep the remaining Skippers airworthy and flying, and establishing such goodwill also helps to ensure you will be able to find and obtain parts in your own time of need.

With a 2,400-hour engine TBO and a fuel burn of 6 to 8 gph, ongoing operating expenses are minimal and so are the insurance premiums. One owner reported that with a $25,000 hull value, the annual premium to cover a zero-time pilot was $1,100. This year, when the policy was adjusted to a $35,000 hull value and all covered pilots had more advanced ratings, the annual premium dropped to $700.

Perhaps because so few Skipperswere produced, few airworthiness directives (ADs) apply to the airframe. Of the 11 applicable ADs listed on the FAA database, only one involves a repetitive inspection. It’s fairly straight-forward in nature, requiring a dye penetrant inspection of the nosegear fork axle assembly every 500 hours, and a visual inspection of the assembly every subsequent 100 hours.

Although some 165 supplemental type certificates (STCs) are approved for the Skipper, most are relatively minor. With the exception of those that modernize the panel and avionics, few will have an appreciable effect on the value of an individual airplane. Nor will any of the approved STCs increase horsepower or performance as the vast majority are related to instrumentation, LED lighting, oil filters, and ADS-B installations. Accordingly, most Skippers are largely unchanged from their factory configuration today.

The Beech Aero Club is the official type club of the Skipper. A well-organized and vibrant group, it serves as a source for technical documents and forums in which owners can ask for and provide advice. Like the aircraft itself, however, Skipper owners are correspondingly fewer than owners of other types, and even within the type club, some effort is required to locate experienced owners and maintainers.

The Skipper is one of the few ways to obtain a well-refined, nicely-flying, 1980s-era aircraft in the mid-$30,000 range. The low price of entry reflects the scarcity of airframe parts and type expertise. But with a popular, commonly-found engine and the ever-increasing reach of online networking, the Skipper’s most significant weakness can be manageable with appropriately-adjusted expectations.

In the end, a well-maintained Skipper will likely serve as an enjoyable personal airplane for decades to come.

BEECHCRAFT SKIPPER

Price: $30,000 to $45,000

Powerplant (original): Lycoming 0-235, 115 HP Max Cruise

Speed: 105 mph 

Endurance: 4.9 hours 

Max Useful Load: 580 lbs.

Takeoff Distance Over a 50-ft. Obstacle: 1,350 ft.

Landing Distance Over a 50-ft. Obstacle: 1,300 feet ft.

Insurance Cost: Low

Annual Inspection Expense: Low

Recurring ADs: One Minor

Parts Availability: Poor

Stalls are Very Adequate for Teaching Purposes 

Beechcraft took nearly six years to develop its new trainer, the Skipper, using the GAW-1 airfoil that Cessna had initially tapped for the Model 303 Crusader. The result was a stately if unexciting ride that the company promoted extensively in FLYING’s pages in the early 1980s. Beech tested the airplane with both a conventional tail as well as the T-tail it eventually delivered with. In the September 1979 issue, Richard Collins described flying the new take on training aircraft.

“A Beech design goal for the Skipper was to develop an airplane that would stall cleanly and not fall off and start to spin without provocation. The airplane is approved for spins, but Beech wanted it to spin only when the pilot demanded it, not accidentally, at the drop of a wing.

“Their goals have been met. Aerodynamic warning of a stall is good, without an excessive amount of tail buffeting. The Skipper also has what must be one of the world’s loudest stall-warning horns. The airplane can be held in a stall without tending toward an instant spin; while it is stalled, you can hold the wings level by using ailerons alone and not provoke the airplane. The stalls are very adequate for teaching purposes.”

The post The Increasingly Rare Pleasure of the Beechcraft Skipper appeared first on FLYING Magazine.

With a development timeline stretching back to 2010, the Sonex Highwing has made significant progress in development since it was announced in August 2021. 

In a webinar delivered on Tuesday, Mark Schaible, president and owner of Sonex, outlined in great detail just how far along the company is in bringing the prototype—and eventual kits—to life. Schaible also explained the desire to create ELSA and SLSA versions, in addition to traditional plans and quick-build kits.

“I’m really excited… to tell you more about it,” said Schaible of the Highwing. Since it was first announced in 2021, no update has been given though plenty of the engineering work has already been accomplished. The high-wing design was deemed critical by Schaible and the Sonex team in addressing a new segment. There are pilots who simply prefer a high-wing airplane: “That’s a huge percentage of the marketplace that we’ve never spoken to,” he said.

“We have not started cutting metal yet, so all I’ll show you are drawings,” he continued before launching into the review.

Cantilever, Monocoque Design

Like many Sonex aircraft, the Highwing is intended for operations in both the utility and aerobatic categories. Therefore, its design rests on a cantilever wing and monocoque fuselage. “The leading edge goes right through,” said Schaible, with a center section across the top of the cockpit, in order to retain the Lexan polycarbonate windshield with its impact-resistant qualities.

The Highwing targets another market for Sonex, as it’s deemed easier to get in and out of: “We hear a lot about the aging pilot population, how we need to make new pilots, we don’t want to leave those of us getting older in the dust,” said Schaible. A significant part of the market is in older builders, who now have the means, and the time to build—“and they don’t want to climb up on the wing anymore.”

Schaible also pointed to another market segment the Highwing can serve: pilots with disabilities—disabled veterans, for example. “[There’s an] opportunity to serve those pilots,” said Schaible, along with serving taller pilots—some just don’t fit under the canopy dome but would fit into a high-wing cockpit’s “box” shape.

While the vast majority of high-wing designs seem to cater to the STOL crowd, that’s not the segment Schaible wants to serve best: “Aerobatic high wings—with a higher cruise speed—and that’s what we want to do.”

Sonex engineers looked at Steve Wittman’s Tailwind for inspiration while “applying the reality check philosophy to the airplane, keeping it reasonable to afford, to build—a lot of bang for the buck,” said Schaible.

Among the design requirements:

1. More useful load

2. Cantilever wing, aerobatic

3. Easy ingress/egress—big door; center stick, dual stick, step-in height

4. Good looks

5. More cockpit room

6. More baggage space

7. Aux fuel options 

8. BRS options 

9. Experimental/amateur-built (E/AB), with future ELSA and SLSA purchase options

10. Fit-finished a/c in shipping container

Kit vs. Production?

One of the more interesting elements of the presentation included the desire to provide not only a traditional or quick-build kit option, but also an ELSA kit version that would comply with the ASTM consensus standards. Advantages to this approach include the removal of the “51 percent rule” that requires the amateur builder to produce 51 percent of the effort in the build process. It allows for up to 99 percent of the model to be built by the OEM. Another advantage is the 5-hour Phase 1 flight test versus the standard 40 hours for that first flight phase—though Schaible recommends more than that and going through EAA’s flight test manual.

Further, any owner can take courses to hold the repairman certificate and perform the annual condition inspections—not just the original builder and certificate holder.

But the disadvantage of ELSA would also come with the category, and that’s primarily the weight limit and the fact it must conform to the OEM’s prototype of its SLSA, including avionics. And it will cost more.

Sonex polled the roughly 400 webinar attendees for their preference between the traditional kit, quick-build kit, ELSA, and SLSA, with 47 percent preferring the traditional kit and 36 percent the quick-build—and only 17 percent opting for an LSA path. However, the webinar attendees came mostly via Sonex’s mailing list and would perhaps be biased towards the kit-building options with more room for builder flexibility.

It’s Schaible’s hope that the LSA program will develop, as it’s a market he sees potential in. “We were really speaking to the wrong audience about SLSA production,” he said of the poll in a follow up with FLYING. “I think that if we were presenting to a group of AOPA members, the response to that poll might have been the exact opposite, with more folks wanting the turn-key, fly-away SLSA. I’m also very interested in pursing SLSA sales to the primary training market, where others have already secured a foothold. I think this aircraft will be more attractive to CFIs and small flight schools.”

Preliminary Specs

While most of the elements are subject to change, one key target remains in place: to allow for conformance to the light sport category under its current structure, with a 1,320 pounds max gross weight limit.

To this end, Sonex is aiming for an empty weight goal of 720 pounds, “a difficult goal,” though “we are tracking really well on that goal,” said Schaible. With that in mind, the company intends several engine options similar to those its other models utilize.

Sonex has three business units—Kit Aircraft, Sonex Aerospace which focuses on unmanned aerial systems, and Aeroconversions Products. Aeroconversions produces the AeroVee and AeroVee Turbo engines, along with accessories, in a discrete business so that it can serve builders of other kits besides those from Sonex.

The AeroVee 80 hp and AeroVee Turbo 100 hp powerplants will be options for the Highwing, along with the Jabiru 3300 (120 hp), the Rotax 912 (100 hp), and the UL Power (97 to 130 hp) engines.

The Highwing will essentially use the B model’s 20-gallon fuel tank, mounted ahead of the instrument panel, with 5-gallon auxiliary fuel tanks in each wing. The resulting 30 gallons is expected to provide up to 5 hours plus reserves at the generally projected fuel burn of 5 gph (depending on the engine installed plus other final factors).

Stall speed is anticipated to remain close to 40 knots, with the maximum speed for the LSA category readily complied with (120 kcas at sea level).

Other features will likely include a center stick or dual stick option, removable wings, and a BRS ballistic recovery parachute system. The high-wing design enables it, as does the Highwing’s higher max gross weight—as opposed to other Sonex designs that precluded it.

Prototype at Oshkosh?

Plans are in the works to start cutting metal for the prototype within the next few weeks, according to Schaible. This keeps the Oshkosh, Wisconsin-based manufacturer on target for its date with an important event this summer across the airport.

“The prototype debut is planned for EAA AirVenture 2023,” he said, and he hopes the crowds match the excitement generated by competing experimental OEM Van’s Aircraft last summer when its high-wing design, the RV-15, debuted.For more on the design, the webinar is available on Sonex’s YouTube channel, or visit the update page on its website.

The post Sonex Shares Progress on Highwing Development appeared first on FLYING Magazine.

General Aviation Modifications, Inc. (GAMI) is now selling supplemental type certificates (STCs) for its G100UL high octane unleaded avgas—the first and only approved solution for all general aviation piston aircraft.  

In order to purchase the STC, pilots will need aircraft and engine information including N-number, aircraft model and serial number, and engine manufacturer/serial number. STC documents will then be delivered via PDF immediately and placards will be mailed within about 10 days. 

As an early adoption incentive, pilots who purchase the STC on or by March 31 will be eligible for a “First Fill Up Rebate” of $100. According to GAMI, customers can submit a copy of the first G100UL high octane unleaded avgas purchase receipt from the FBO when the fuel becomes available in their area.

“The FAA approval of G100UL high octane unleaded avgas is a truly huge development for the future of general aviation!,” said GAMI president Tim Roehl. “GAMI and all of its employees have dedicated themselves to this project for over a decade. Now is the time for all of the stakeholders in the general aviation community to stand up and celebrate. These AML-STCs are the ‘beginning of the end’ for the continued use of lead in aviation gasoline.” 

READ MORE: G100UL Avgas Replacement Set to Soon Hit Pumps

While costs for the G100UL STC vary depending on aircraft engine and horsepower, GAMI says pricing will be roughly the cost to fill up their tanks with avgas. For aircraft such as a Cirrus SR22, Piper PA-32, or Cessna 210, the STC will be around the $600 range. 

How Much Will the Fuel Cost?

As far as the fuel itself—GAMI estimates a price slightly higher at about 60-85 cents/gallon more than the current 100LL. And while that may be off-putting to aircraft owners, the costs will likely be offset by lower maintenance bills. G100UL offers a cleaner fuel burn and improved spark plug maintenance and replacement intervals without lead, according to the company, which also expects oil change intervals to double over time.  

Although the FAA signed off on G100UL in September, initial rollout of the fuel won’t begin until later this year—starting with California. GAMI anticipates all West Coast states to roll out the fuel by 2024, with national availability by 2026. Flight schools will likely be the first to test the fuel ahead of widespread distribution. 

The industry’s goal to safely eliminate the use of leaded aviation fuel by the end of 2030 remains on track, though some states have voiced their concerns that it’s not soon enough. In January, California’s Santa Clara County banned the sale of 100LL, while Washington state recently introduced a bill that seeks to do the same, albeit statewide. Additionally, Colorado’s Boulder County recently agreed to join local governments across the country in supporting the Environmental Protection Agency’s finding that leaded gas endangers public health. 

Calls for premature elimination of avgas by activists and some city officials has become more prevalent— drawing backlash from several aviation groups who believe the transition needs to be done safely and efficiently. Any rushed decisions to eliminate avgas would result in negative consequences for the GA fleet and hinder progress on the initiative.

The post GAMI Now Selling STCs for G100UL appeared first on FLYING Magazine.

An urgent notification to customers and operators of Cirrus SR22 series airplanes powered by certain piston engines manufactured recently by Continental Aerospace Technologies suggests an immediate grounding would be prudent. 

On Friday, Continental Aerospace sent out its own updated recommendation, shared with FLYING, broadening the scope of the recommended grounding to encompass a wide range of powerplants and to call for a specific inspection of the crankshaft counterweight retaining ring within 5 hours for those new or rebuilt engines with less than 200 hours in operation since installation. Models include those in the 360, 470, 520, and 550 series.

Cirrus Grounds Company Aircraft

A tweet from a Cirrus customer shared on Wednesday demonstrated the impact of the issue.

Cirrus grounds all SR22s and SR22Ts it controls that were manufactured or issued with a CofA after June 2021 due to an ‘issue’ with their continental engines, according to email sent to owners. pic.twitter.com/L2kz14Azz7

— The Flying Reporter (@JonHuntTV) February 8, 2023

FLYING contacted Cirrus for more information and received the following: 

“Cirrus Aircraft has been informed by Continental Aerospace Technologies (Continental) of an issue that affects engines that power both Cirrus Aircraft’s SR22 and SR22T models,” the company said via a statement. “While we are still working with Continental to determine the scope of the issue and the specific serial number range of affected aircraft, we are proactively making the decision—out of an abundance of caution—to pause all internal Cirrus Aircraft company flight operations on SR22s and SR22Ts manufactured and issued a certificate of airworthiness from June 1, 2021, through February 7, 2023.  

“Cirrus Aircraft continues to operate without restriction all its SR20s, as well as SR22s and SR22Ts manufactured before June 1, 2021, or after February 7, 2023.  

“We anticipate Continental to issue a service bulletin in the near future, which will detail the specific range of affected aircraft, the root cause of the issue and corrective action. The Continental service bulletin will accompany a Cirrus Aircraft service advisory notification.” 

The company was not aware of any incident or accident involving a Cirrus connected to the issue. The imminent service bulletin is expected to provide more insight once it is published. FLYING will continue to report on the issue and any further impact on operators.

The post UPDATE: Continental Engine Issue Drives Grounding of Cirrus SR22s, Other Aircraft appeared first on FLYING Magazine.