There’s a visual pleasure to an airplane that’s wellmade, too. The effective translation of function into form makes a considerable impression when you approach a well-designed aircraft on the ramp, for one. There’s also the exterior design, enhanced by the choice of paint scheme—and the paint itself.

Looking at the Daher Kodiak 900 as I prepared for my demo flight, I couldn’t help but think “frosted cranberries,” though the trade name for the Sherwin-Williams paint color is the more prosaic Red Pearl.

Maybe it was the lead-up to the Halloween and Thanksgiving holidays that gave me that sensation when I walked up to it on the ramp at Hagerstown Municipal Airport (KHGR).

We’d assembled to shoot the cover of this issue, with the maples and beeches throwing an embroidered coverlet of russets, golds, and greens over the hillsides, still shivering off their leaves for the season in western Maryland. 

The rich, blazing red glazed over an executive gray dash and set off against that backdrop in a herald. But there was so much more to the monster turboprop than just the 900’s significant ramp presence. The exterior hinted at a lot more, inside and out.

A. The Garmin G1000 NXi incorporates envelope protection, along with data from the GTS 800 TAS and WX 500 Stormscope in the executive package.

B. The integrated GFC 700 autopilot uses a relocated control panel to the top center of the flight deck.

C. Upgrades to flooring combat issues stemming from trapped condensation in the 100.

D. The oxygen system facilitates high-country operations as well as long-distance cruise so that the pilot can optimize speed at altitudes that stretch the turboprop’s range even farther.

E. The power quadrant and central pedestal remains virtually the same as the 100, easing the transition between the models.

First Impression

It is a big baby. The top of the tail sits nearly 17 inches taller than the 100’s, though both the forward and aft door sills are roughly the same height off the ground. The 900’s door handle solves a minor yet common nag from pilots—you have to reset the lever flush on the outside of the door on the 100 in order for it to close properly from the inside. No longer is that the case on the 900—the handle resets itself. Redesigned steps in the rear cargo door make entry more like the TBM, too.

As Mark Brown, Daher’s chief demo pilot for the Kodiak, taxied into the wide ramp at Hagerstown for our day’s festivities, we stood a bit transfixed by its approach. Though I’d visited the airplane on display at shows twice, you don’t feel the 900’s true size until you see it in the wild—and taxiing towards you.

We conducted a detailed walkaround, in which Brown outlined all of the key points of difference between the models, as well as those critical elements that remained the same—the wing, the tail, and the cargo pod now smoothed into the massive cowling.

The preflight revealed all of the mods that have translated into 25-plus knots of additional speed for this model over its sibling—the wing flap track fairings, the integrated cowl faired into the belly of the fuselage, and the wheel pants spring to mind first. The cowl shrouds a critical part of the equation, as the obvious streamlining you see from the outside only tells part of the story.

Firewall forward, the 900 is completely new. The increased speed results from a few different areas, with the Pratt & Whitney PT6A-140A at 900 hp continuous—from which the model draws its name—on take-off and in cruise, connected to the Hartzell five-bladed composite prop, it wrests more power throughout the phases of flight while making gains in other areas. “Noise was also a big component,” and a reason to upgrade to the new prop, said Brown. “Specifically being owned by Daher in Europe—noise is a much bigger deal, although we wanted to be good neighbors everywhere.”

Other factors in the 900’s increased speed lie in the inlet and outlet design. “What a lot of people underestimate is how much drag is produced by airflow as it goes into the engine and as it goes through coolers, and when it exits,” said Brown, adding that, on exit, you want that airflow to be smooth. If it’s turbulent, that creates drag.

Customer feedback—from 15 years in the field—drove several standard features, such as single-point refueling (an option on the 100) and an improved TKS ice protection system. The reservoir location under the cockpit, accessed through the forward section of the cargo pod on the 100, created a pain point from both a pilot’s and ops’ perspective. The new location makes it easy to inspect fluid levels and service the reservoir.

Once on board, the sense of presence couples with the same practical ruggedness reproduced from the100’s flight deck. The power quadrant carries over from the original model, as does the circuit breaker panel placement. The avionics and aux bus switches have been updated from rockers to toggle switches as well.

Up front, the Garmin G1000 NXi provides the interface for all aircraft control, navigation, and engine management in three displays. This is coupled with a G5 electronic flight instrument with an internal battery backup. The NXi suite provides familiar grounds for transitioning pilots, whether they are moving from the 100, across the Daher fleet from a TBM, or from a glass-equipped piston single or twin. The GFC 700 autoflight system’s mode controller moved from below the central MFD to above it, for slightly better access.

Climb Power

Power management changes subtly as the 900 drives through the air behind the new PT6A-140A—the largest PT6 variant yet. Daher elected to flat rate the -140A as it has the PT6As in the TBM line—and the PT6E-66XT in the 960—restraining the horses to 900 shp. The benefit? You still command a 150-hp increase over the -34in the 100, and you have access to that same hp over the entire operational range, up to 99 degrees Fahrenheit ambient temperature. The powerplant carries a 4,000-hour TBO and on-condition hot section requirement.

Our engine start generally follows the same sequence as in the 100, with a couple of tweaks. The starter switch no longer has Lo/Motor and Hi positions for start-up, and the igniters come on automatically when the start switch is moved to the On position and the aux fuel pump is On, moving to Standby after a successful light off. The pilot monitors Ng (the rotation speed of the compressor section of the engine) as it comes up quickly through 12 percent before introducing fuel to low idle. Then they monitor fuel flow and ITT (staying below 1,090 degrees) until Ng climbs past 62 percent, when the starter can be released. After bringing the generator and alternator online and making electrical system checks, the prop lever comes out of feather to max rpm.

As we watch everything stabilize, we call for a taxi clearance and head out to Runway 7. This wide expanse of pavement really isn’t necessary—except for its ability to accommodate my roll-in of right rudder as I push up the PT6A to full bore, gauging its strength.

Slow Flight, Short-Field Ops

We climbed to 10,500 feet to test climb and cruise. Because the 900 is unpressurized—like the 100—you may pick an altitude that keeps you out of the oxygen masks. The fastest speeds are to be found up higher—without the wing-mounted radar pod—but we consistently saw speeds above 205 ktas after we’d leveled off.

Good low-speed handling characteristics turn the dark edge of the envelope into a playground—and that’s exactly where the Kodiak needs to bring its best game. In the backcountry environment, the margin of safety this provides becomes critical—not just at STOL strips in the Idaho wilderness but remote places scattered around the globe where a minor screw-up can send you into a starring role in a Lord of the Flies tale.

The 900 carries over the multi-phased wing, with a series of primary airfoil and leading edge cuffs that drive stall propagation inboard to retain aileron effectiveness. Brown demonstrated this directly with our stall series. I set up for a standard power-off stall, no flaps, and watched it break cleanly. Then he said, “check this out,” and proceeded to take the 900 deep into stall territory like we were in a 1,500-pound Cessna 150 as opposed to an 8,000-pound utility hauler.

The safety benefit produced by advanced aerodynamics, like those in the original Kodiak’s wing, carry over into the 900. The natural low-airspeed protection of the wing offered a buffer against the variances introduced by pilots and micro conditions on final approach. Again, this is invaluable in the true backcountry where you do not have the support of a planned airfield and normal TERPS and airport design criteria. Also, the tail cone on the 900 is virtually identical to the 100, including the empennage—more commonality that is intended to help the model fit well on the production line with its sibling.

The new design also allowed engineers to move the landing gear out of the belly of the airplane. That change resulted in reducing complexity in the flight control system too—a lot of pulleys that had to route cables up and around the forward cabin were eliminated to a good extent, according to Brown. To preserve a similar control feel between the 100 and 900 models, Daher for the most part kept control surfaces the same, with minor adjustments made at the higher end of the speed spectrum, for consistency in the transition from low to high speeds. According to Brown, this was accomplished with a few extra springs and similar components.

Halfway through the demo flight, we landed at Bedford County Airport (KHMZ). Though not a short strip by any measure, it provided a more immediate feeling of the airplane’s capabilities. We set up for a short-field takeoff and were easily off in the first quarter of the 5,006-foot-long runway on the mild afternoon (21 degrees C/+8 degrees C ISA).

In cruise, the 900 achieves the desired speed while reigning in fuel burn—thus far it has proven a 9 percent reduction in specific fuel consumption at 205-knot-plus cruise speeds, according to both Brown and Nicolas Chabbert, CEO of Daher Aircraft USA. “I flew from Sandpoint, [Idaho], to take the aircraft to Oshkosh,” said Chabbert in an interview in October. “I actually had nine people on board, and we were nicely truing at 205 knots.” It took them a little less than five hours to cover the roughly 1,200 nm distance.”

Daher Kodiak 900

• Price (executive package): $3.487 million
• Engine: Pratt & Whitney PT6A-140A, 900 hp
• TBO: 4,000 hours
• Propeller: Hartzell Raptor 5-blade composite, 97 in.
• Seats: 2+8 
• Wingspan: 45 ft.
• Wing area: 240 sq. ft.
• Wing loading: 33.3 lbs./sq. Ft.
• Power loading: 8.89 lb./shp
• Length: 37.7 ft.
• Height: 16.1 ft.
• Cabin height: 4 ft. 9 in.
• Cabin width: 4 ft. 6 in.
• Cargo compartment volume (external): 65 cu. Ft.
• Cargo compartment capacity (external): 680 lb.
• Standard empty weight: 4,470 lb.
• Max takeoff weight: 8,000 lb.
• Max landing weight: 7,800 lb.
• Standard useful load: 3,630 lb.
• Full fuel payload: 1,546 lb.
• Fuel: 311 gal. usable
• Max rate of climb, sea level: 1,724 fpm
• Certified ceiling: 25,000 ft.
• Stall speed (flaps extended): 65 kcas
• Max cruise speed: 210 ktas, at 12,000 ft.
• Max cruise range/endurance: 969 nm. 4.3 hours at 58 gph
• Takeoff distance, sea level (ground roll): 1,015 ft.
• Takeoff distance, sea level (ground roll, no reverse): 1,460 ft

More on the Inside

A  black leather interior says “utility” but also “let’s do this in style.” The aim to create an environment like the inside of a Range Rover, yet to keep much of the field serviceability for which the Kodiak is rightfully famous, is apparent.

The interior can be configured in a multiplicity of ways, up to two seats up front and eight in the back.Only the left front seat—the pilot’s perch—is required for flight. Though you need to comply with the seat pitch limits outlined in the POH’s section six, weight and balance, there’s a lot of flexibility baked into the way you can lay out the cabin for your particular operations—or any given mission. Like its predeces-sor, the 900 can hold all the seats on board in the vast belly-slung cargo compartment that is now a seamless part of the fuselage.

Other considerations carry over from the earlier Kodiak design, such as nose-gear tow points that are functionally the same as those on a Cessna 182 or 206 for commonality on the FBO ramp—or for getting it into your own hangar.

As a whole, the 900 looks like it has hit that bluespace in the sky—as our next section reveals—that first Quest and now Daher have targeted so precisely

This article was originally published in the February 2023 Issue 934 of FLYING.

The post We Fly: Daher Kodiak 900 appeared first on FLYING Magazine.

In May, at the National Business Aviation Association’s European Business Aviation Convention and Exhibition (NBAA-EBACE), Bombardier unveiled its new flagship model, the Global 8000—and it wasn’t just a concept, it had already flown. With a pair of GE Passport turbofans first used in 2010 by its stablemate, the 7500, Bombardier projects the 8000 to be the fastest jet on the market, with a top speed of 0.94 Mach. But plans don’t stop there: The OEM is gunning for the longest range as well, at 8,000 nm for a standard passenger load and NBAA IFR parameters. 

Bombardier expects a maximum take-off weight of 114,850 pounds, with a full-fuel payload of 2,275 pounds. The 8000 will seat up to 19 passengers in a host of configurations—and at a cabin altitude of 2,900 feet while cruising at 41,000 feet. The airplane’s maximum operating altitude will be 51,000 feet. With a fully loaded airplane, takeoff distance required is projected to be 5,760 feet, and landing distance will be around 2,237 feet, according to specs released by the company. That short-field performance coupled with the extended range should enable city pairs like Dubai to Houston, Singapore to Los Angeles, or London to Perth. On the flight deck, Bombardier’s proprietary Vision integrated avionics suite will provide pilots with a host of display and monitoring options. The fly-by-wire flight control system will enable envelope protection too.

Gulfstream G800

Just three weeks after making its first flight, the G800 reached another milestone in its flight test plan— flying across the pond to go on display at the Farnborough International Airshow on July 15 in the U.K. With development spurred by the myriad of commonalities between it and the G700 nearing completion, the G800 is poised to launch soon after its predecessor. 

While the Global 8000 targets an 8,000-nm journey, so does the G800—see the parallel there? The two ultralong-range jets stand head-to-head in the quest for the top end of the bizjet market. But differences abound between the two platforms, starting with the G800’s Rolls-Royce Pearl 700 engines rated at 18,250 pounds takeoff thrust each—which will propel the jet through that extended range ring at Mach 0.85. Coupled with a revisioned wing, the G800 promises improved fuel economy and reduced emissions. The speed ticks up at 7,000 nm to Mach 0.90, with a maximum Mach number of 0.925 already made in flight test. 

Gulfstream’s Symmetry Flight Deck provides commonality with the other members of the fleet, and a unique fly-by-wire flight control system has benefitted from significant input from flight-test pilots. The panel houses 10 touchscreen displays in flexible configurations, working with the OEM’s Phase-in-Flight algorithms to reduce the number of switches overall. 

At the maximum takeoff weight of 105,600 pounds, Gulfstream reports a takeoff distance of 6,000 feet—and a full fuel payload of 6,200 pounds. After initially leveling at 41,000 feet, you can climb to a maximum cruise altitude of FL 510—flying high and fast to meet your destination.

Gulfstream G700

Gulfstream is finishing up its G700 flight test program and is expected to debut the step up from the G500/ G600 by the first half of 2023. That’s exciting news for pilots and customers alike, as the G700 represents a sweet spot in the market for ultralong-range jets—going just as fast and almost as far as the G800. In May, one of the flight-test articles secured a speed record between the company’s headquarters in Savannah, Georgia, and Geneva, Switzerland, where the G700 went on display at EBACE. The 7 hour, 37 minute flight spanned the Atlantic Ocean at an average speed of Mach 0.90, making good on expectations for the model. 

With the same Rolls-Royce Pearl 700 engines delivering power to the G800, the longer G700 carries up to 19 passengers in up to five flexible living areas. With a 7,500 nm maximum range and a maximum cruising altitude of 51,000 feet, the G700 maintains 100-percent fresh air and views through 20 panoramic windows. 

The airplane was designed under an overarching philosophy—by pilots for pilots—apparent in the updated Symmetry Flight Deck in the front office. One critical parameter? Be able to walk up to the “cold” airplane and taxi away in about 12 minutes—to the delight of both pilots and customers. Coupled with the company’s Enhanced Flight Vision System and predictive landing performance, information is elegantly presented to the pilot while simultaneously helping protect the flight envelope in the background.

Gulfstream G400

Not to be outdone by its larger brethren, the G400 is poised to fill the niche in the large-cabin midsize market with its best-in-class passenger cabin cross section—and the benefit of technologies developed for the G700 and G800. 

A stretch, literally, from the G280 currently offered by Gulfstream, the G400 not only extends the cabin to 36 feet 4 inches, but brings in the Symmetry Flight Deck of its larger peers as well, with features such as predictive landing performance and active-control side sticks. The commonalities drive the shared type rating Gulfstream is aiming for across the new series. 

The G400 features twin Pratt & Whitney PW812GA engines, rated at 13,496 pounds of thrust each, with a maximum takeoff weight of 69,850 pounds and a full fuel payload of 4,050 pounds. In configurations flexing up to two and a half living areas, up to 12 passengers can ride along, or relax in berths for up to five people. 

The G400 is projected to hit its max range of 4,200 nm at Mach 0.85, allowing for a flight from São Paulo to Miami, and a takeoff within a 5,000-foot distance. High-speed cruise will hit Mach 0.88, with a max M_MO of 0.90. At an altitude of 41,000 feet, the cabin altitude is 3,255 feet—perhaps the lowest in the class.

Dassault Falcon 6X

Dassault Aviation’s 6X program enters the final stretch this year with minor delays, the result of pressures from the supply chain, workforce issues, and the lingering effects of the COVID-19 pandemic. However, the 6X looks to see first deliveries early next year—and with those, Dassault will be fielding the next generation in its ultra-widebody, long-range jet lineup, a clear upgrade from the 7X and 8X. 

The Falcon 6X is powered by new Pratt & Whitney PW812D engines rated up to 14,000 pounds of thrust. Dassault has seen a maximum range of 5,500 nm (at Mach 0.80, eight passengers and three crew) and an MMO of Mach 0.90 in flight test, with a typical mission at 5,100 nm and Mach 0.85. 

Carrying a partial fuel load, the 6X can use runways less than 3,000 feet long, while balanced field length for takeoff will be 5,480 feet (sea level, ISA, maximum takeoff weight of 77,460 pounds). 

The digital flight control system (DFCS) ties into the advanced aerodynamics of the 6X, commanding the flaperons and other control surfaces that present an evolved way of flying for Falcon pilots. Flight envelope protection keeps safe margins from high- and low speed excursions, while maintaining good feedback to the pilot flying. 

The electrical and hydraulic systems have also been revised in the quest to simplify operations and reduce pilot workload. The company’s FalconEye combined vision system marries enhanced vision with synthetic vision to improve situational awareness. 

Dassault Falcon 10X

Dassault Aviation introduced the Falcon 10X in May 2021, and its new top-of-the-line ultralong-range jet still promises to be the largest ever produced by Dassault and the biggest purpose-built business jet on the market—with a projected maximum takeoff weight of 115,000 pounds. 

With a range in the neighborhood of 7,500 nm and a top speed projected to be Mach 0.925, the 10X will contest well with its competitors in the category. The Rolls-Royce Pearl 10X engines—the largest in the Pearl series—can deliver up to 18,000 pounds of thrust apiece, enabling the 10X to meet its targets in fuel efficiency and endurance. 

The 6-foot-8-inch-tall, 9-foot-1-inch-wide cabin features a pressurization system that maintains cabin altitude at 3,000 feet up to FL 410. The cabin can be configured without limitations by zone, and the baggage compartment is the largest in the class, according to Dassault. Up front, the 10X will offer the DFCS pioneered in the 7X, as well as the FalconEye combined vision system. As for continuing the manufacturer’s reputation for short-field capability, Dassault projects a balanced field length of less than 6,000 feet for the 10X, and the ability to land within a 2,500-foot ground roll under certain conditions.

Textron Aviation Beechcraft Denali

The Beechcraft Denali took what is most likely one of the most anticipated test flights of a turboprop since the original TBM 700 flew, when it lifted off from Wichita’s Eisenhower International Airport (KICT) in late November 2021. Powered for the first time by the General Electric Catalyst engine, the Denali is clawing back some of the time lost to delays in that engine program. A second test airplane was added to the mix in June, with the platform testing new altitudes and expanding the speed envelope. 

Certification is projected now for later in 2023, with Textron Aviation logging more than 350 flight test hours so far since the flying began. The FADEC-controlled 1,300 shp Catalyst will spin a five-blade composite McCauley prop that spans 105 inches, and help the Denali make its range targets of 1,600 nm in high-speed cruise (with one pilot and four passengers), and a speed of 285 ktas. The Catalyst is set to run on sustainable aviation fuel out of the gate. Full-fuel payload for the new turboprop is predicted to be about 1,100 pounds. 

The flight deck features the Garmin G3000 avionics suite with an automatic flight control system and flight management system. Digital engine management will allow for on-condition maintenance and trend monitoring. 

The cabin—which offers a front refreshment station as a novel perk— can be set up for six to nine seats, with an optional belted lavatory in the rear. 

Daher Kodiak 900

How do you improve on a beast-mode turboprop already resonating with a loyal pilot/owner fan base? You make it faster. 

Daher introduced the Kodiak 900 at EAA AirVenture with a new monster of an engine—the biggest PT6 yet, the PT6A-140A—rated at 900 shp. The Kodiak can tap into an extra 150 nominal horsepower throughout its range, making for grand application in the hot and high environments in which the Kodiak 100 has excelled. 

And at what speed? According to the company, 210 ktas at 12,000 feet and 58 gph, with an endurance of 4.3 hours with 45 minutes IFR reserve fuel. The five-blade Hartzell prop takes its heritage from the TBM line, but maintains 15.6 inches of ground clearance, critical for rough-field operations. The pairing of engine and prop results in a TBO of 4,000 hours. 

As you walk up to the 900, however, it’s not the new engine that you see first—it’s the new lines of the highly faired fuselage and belly. Daher’s engineering team gained many of those extra knots (nearly 30 more at max cruise) by streamlining the Kodiak’s cargo pod. The team also crafted new wheelpants—evocative of the deco age—to trim more drag from the 900’s profile. 

Customer feedback drove upgrades inside as well, with an interior that brings to mind a Range Rover more so than a Jeep. In the panel, pilots will find the Garmin G1000 NXi avionics suite, including synthetic vision and weather radar.

Diamond DA50 RG

With FAA validation just around the corner, the anticipation for the new Diamond DA50RG is mounting stateside. Several DA50s are already flying in Europe and Canada, and the company hopes for the blessing to come soon to enable deliveries in the U.S. 

Powered by a 300 hp, FADEC-controlled Continental CD-300 (270 hp maximum continuous power), a six-cylinder, turbo-diesel powerplant, the DA50 RG will operate on jet-A1 at burn rates as low as 9 gph. The maximum range is roughly 750 nm (with a 30-minute reserve) at the 9 gph burn rate. The DA50 RG offers a spacious cabin—among the top in its class—with seating for five and generous baggage capacity. 

In the panel, the DA50 RG hosts the Garmin G1000 NXi integrated flight deck with the GFC 700 three-axis autopilot. Options include electric air conditioning, a GCU 476 keypad, and a TKS anti/de-icing system. 

The DA50 RG makes a high-speed cruise of 172 ktas (at ISA, 10,000 feet msl and 4,407 pounds). It can climb to its maximum operating altitude of 20,000 feet at a rate of up to 1,050 fpm. 

The DA50 RG features a useful load of 1,232 pounds, a takeoff distance (at sea level, over a 50-foot obstacle) of 2,427 feet, and a landing distance of 2,224 feet (again, at sea level, over a 50- foot obstacle), helping it to utilize a wide range of runways. 

Tecnam P2010 Gran Lusso

Tecnam Aircraft aims squarely for the luxury market with the latest version of the P2010 single-engine piston airplane, powered by the Continental CD-170 powerplant. The Italian OEM selected all of the high-end options from the P2010’s portfolio and dressed up the works with buttery smooth, hand-stitched leather seats and a covered control yoke. 

What does the retail price get you? For starters, a new panel layout to house the Garmin G1000 NXi suite, plus the GMC 707 autopilot, and GCU 475 flight management system keypad in the center console. A polished aluminum trim wheel lies there as well, with a dual housing for mobile phones. Tecnam has relocated the electric rudder trim and improved the parking brake, and detailed the wingtips with integrated LED lighting. One feature unique to the P2010 that hasn’t changed? The third passenger door, allowing for easy access to the cabin’s roomy rear seats. Despite an addition to the empty weight of 39 pounds, according to the company, they don’t expect any penalties in performance. The CD-170 sips fuel, and in economy cruise, it can run as low as 5.2 gph average—on either diesel or jet-A. Want to speed things up? For a little more juice, the Gran Lusso will make 140 knots true airspeed.

Piper Aircraft’s ‘Electrified’ PA-28 

In an announcement at EAA AirVenture, Piper made it known that it has joined forces with CAE and Safran in the pursuit of a supplemental type certificate for an electric version of its PA-28-181 Archer model. Safran’s powertrain will provide the thrust for the updated single, and CAE will provide the training and support services that flight training organizations will need to operate the airplane. 

The heart of the conversion pack revolves around Safran’s EngineUS 100 motors, providing a maximum output of 150 kW and an integrated controller. The powertrain’s petite profile is optimized for light aircraft applications such as the Archer. Juice for the motor will be stored in customized battery packs from H55, a Swiss company spun off from Solar Impulse, which will collaborate with CAE on the design to ensure its serviceability in the training environment. 

With more than 30,000 PA-28 variants produced—like the Piper Archer TX shown below—the consortium sees an ample market for the STC once it becomes available. The potential to take a proven model, like the Archer, and fly it into a more sustainable future is appealing, though many details remain to be sorted out.

Van’s RV-15

In celebrating its 50th year, the Van’s family of homebuilt and light sport aircraft goes high wing. The prototype of the new model flew to Oshkosh this summer after a mysterious debut last year at the show. The RV15 showed up in 2022 in bare aluminum, with a host of features obvious to the discerning eye, but a lot of questions left up in the air. 

The RV-15 looks to be one of the bigger Vans, with room for baggage and beefy landing gear struts with internal shock absorbers to match. It’s a bid for the backcountry market, according to the company, so it makes sense for the RV-15 to be able to carry more than an RV-4. But not a lot of other specifications were shown, though elements like the baggage door carried dimensions (22 7/16- inches-tall by 19 3/4-inches-wide). 

The prototype is being flown with a Dynon’s affiliated-brand Advanced Flight Systems avionics suite and an autopilot, with the control stick coming out of the floor between the pilot’s knees. 

A fuel tank was riding shotgun in the right seat for the journey to Oshkosh from the company’s headquarters in Aurora, Oregon. 

While Van’s began test flights of the high-wing design in June, it put no timetable on when it will start taking orders—or when it plans to make first deliveries. 

What they will say is that the current tailwheel version shown by the prototype will come first, followed by a tricycle-gear version. Ready for the backcountry, fat tires will come as an option as well, depending on where the builder—and eventually, its pilot—wants to take it.

Waco Super YMF-5

A lot has happened in the past three years since Dimor Group Inc., a subsidiary of German company Dimor Aero—backed by Dieter Morszeck, the grandson of the founder of Rimowa—took over the assets of the Weaver Aircraft Company of Ohio, better known to pilots as WACO. And, the group shows no sign of stopping in its quest to bring a full lineup of these beautiful machines back into the skies. 

Making a splash at EAA AirVenture this year was the latest version of the legendary WACO YMF-5 biplane—and a real splash, since the model comes with a float option. 

The fixed-gear “Super” version marries all of the best features of the original YMF, from the 300 hp Jacobs R755A2M radial engine (overhauled to zero time) to the open cockpits lined with leather, to the modern age, all-weather rain-resistant fabric covering and options for a lot of glass panel up front. 

WACOs have always been hand-crafted affairs, and the new versions are no different. However, the future output of the company will benefit from the investments made in quadrupling the manufacturing space at the company’s Battle Creek, Michigan, location. The year the new owners took over, only four units were built. For 2022, WACO’s up to 8 units, and has plans to go to 12 units a year, soon. 

If your dream is to lope along the sky at 115 mph (100 knots) or ease through light aerobatics with a +5.2/-2.1 G limit range, the standard YMF-5 may call your name. If you want to customize the airplane with Aerocet 3400 composite construction floats, you can add water landings to your portfolio of fun in a true classic.

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