ICON says the certification will allow it to enter new markets, launching a “new phase of growth” for the company. Among other advantages, the new approval gives ICON a much clearer certification path in countries that don’t recognize the U.S. light sport category or those where the company would otherwise be required to go through a waiver process similar to the one it completed with the FAA to receive a weight exemption for the heavier-than-standard A5.

• READ MORE: Icon A5 Light-Sport Aircraft Review

The primary category certification also clears the way for the company to “take advantage of reciprocal agreements between the FAA and aviation governing bodies outside of the U.S.” to certify the A5 in regions and countries such as Europe, Asia, Australia, and South America.

“Receiving FAA type certification for the ICON A5 in the primary category is a testament to the dedication and hard work of the entire ICON team,” said company CEO Jerry Meyer. “It allows us to expand our market potential around the world, and it underscores the commitment of ICON Aircraft to innovation and excellence in design…We are grateful for the collaborative partnership with the FAA throughout this process, and we extend our sincere thanks for their commitment to safety and efficiency.”

About the A5

The two-seat ICON A5 Certified Edition offers a top speed of 95 knots, 427 nm range with a 45-minute reserve, and useful load of 430 pounds. The aircraft is powered by the fuel-injected Rotax 912iS engine and comes equipped with the Garmin aera 796. It also features a folding-wing design and whole-airframe parachute system.

ICON noted that the certified edition of the A5 has the same specifications and performance as the S-LSA version but will require a private pilot certificate and seaplane rating to operate in the U.S. The A5 S-LSA will continue to require a sport pilot certificate with a seaplane endorsement. Starting price for the certified version is $439,000 while the S-LSA model starts at $394,000.

According to the company, the primary difference between the two versions is that the “Type-certified A5 is produced under a production type certification under a higher level of scrutiny and documentation by the FAA.”

ICON began delivering the A5 to customers in 2017. The company reports that it has now shipped more than 210 A5s to clients across 13 countries. The model is manufactured at ICON’s facility in Tijuana, Mexico.

If you’re looking for an A5 of your own, consider entering The Ultimate FLYING Giveaway.

The post ICON A5 Receives FAA Primary Category Type Certification appeared first on FLYING Magazine.

Then… Russia invaded Ukraine and the global markets trembled.

The General Aviation Manufacturers Association released information recently showing positive results for 2022 in every category they report. The closest corollary to light sport aircraft and sport pilot-eligible kitbuilt aircraft is GAMA’s “piston airplanes” category, which showed an 8.2 percent gain over 2021.

When we examine only U.S. aircraft information and omit multiengine aircraft, the single-engine piston category shows 1,005 U.S. aircraft deliveries. In comparison, the overall light aircraft market totaled 738 new registrations, or 73 percent of what GA builders delivered. Note that deliveries and registrations may differ in any given year, but tend to converge over time.

Despite a year of war, plunging stock markets and sky-high energy prices, protests and riots in multiple countries, huge increases in freight cost, plus ongoing supply chain challenges and lingering COVID-19 fears, the light aircraft market nonetheless grew by a very healthy 18 percent, as compared to a rising 10 percent in 2021. The industry is now performing better than in 2019, the last year of relative stability before COVID.

Let’s Unpack the Numbers

I am using a different approach for analysis this year, partly to give added perspective, given the challenging start to the 2020s. You can get more detail on the Tableau Public market share data by visiting bydanjohnson.com.

Here I cover only aircraft called out in the adjacent table—including light sport aircraft and kitbuilt aircraft a pilot can operate using sport pilot certificate privileges, significantly meaning no medical is required. The data rely 100 percent on FAA registration records, which are then closely reviewed by industry experts. This report offers aircraft registration data current through the end of 2022—professionally analyzed by computer database expert Steve Beste. Category explanations are provided below.

I grouped all the light aircraft data into these categories:

• Combined Results, All Categories, includes fully-built, kitbuilt, ELSA (experimental light sport aircraft), and also portrays how the FAA’s 1990s-era primary category touches this segment.
• SLSA (special light sport aircraft) and ELSA arepresented as a group because all must ship conforming to the SLSA model first accepted by the FAA. After an ELSA owner takes delivery, that person can make changes without factory approval but then loses the chance to offer compensated flight instruction or rental of their aircraft.
• SLSA Only covers only ready-to-fly aircraft, separate from ELSA. SLSA can be used for compensated operations like flight instruction and rental.
• EAB (experimental-amateur built) and ELSA are shown as a group because in both cases the owner can alter and maintain the aircraft.
• EAB Only separates the ELSA out of the strictly homebuilt segment.
• ELSA are also shown separately, as they can become quite different from the SLSA model in which they began life. An owner can change avionics and interiors, add equipment, or even change the engine. 

Two remaining categories include experimental-exhibition, used mostly by Pipistrel for its motorglider models in this context; and the primary category that presently counts only AutoGyro as an OEM. Models that pursued primary category certification back in the 1990s (such as the Quicksilver GT500) have not continued with that approach.

Changes in Light Aircraft Categories: 2020-2021-2022

Which Models Sold Best?

The best-selling model overall came from Van’s Aircraft with their RV-12 series (with the original Rotax 912-powered model and the newer version with the Rotax 912iS), which supplied 61 of the best-selling single model of light aircraft in the FAA registry for 2022. Of these, 13 were fully-built SLSA models; the balance of 47 RV-12s were ELSA (plus one more registered as EAB). Most ELSA left the factory essentially complete, as I understand it.

Going the ELSA route has attracted a certain type of buyer interested in fully maintaining or modifying their aircraft. The RV-12 alone accounts for 43 percent of all such aircraft registered in 2022. 

In what I term “alternative aircraft” in this sector, powered parachute manufacturer Powrachute accounted for another 15 ELSA, and Wild Sky Goat (a weight-shift aircraft) registered six more. The remaining18 ELSAs were produced by 12 other producers.

One note reveals the presence of two fully-built Bristell USA aircraft that were registered ELSA to permit IFR operations (yes, that is possible; more on that in future articles in FLYING).

The best-selling SLSA (fully-built) comes as no surprise, so I’ll skip the suspense and tell you it was ICON’s A5, which registered 33 aircraft in 2022 to lead the ready-to-fly pack. In second, fourth, fifth, and sixth places were Tecnam (19 SLSA), Vashon (15), Sling (13), and Super Petrel (11). The third most-registered brand deserves a special mention for 2022. Despite a war in its Ukraine homeland and suffering direct damage from the conflict, Kyiv-based Aeroprakt added 17 aircraft to the FAA registry in 2022. Good U.S. partners help. 

One interesting factoid in the database is the 2022 registration of two Cessna 162 Skycatchers. Since the modelis long out of production—in fact, all remaining brand-new, partly-finished Skycatchers were chopped up and crushed in 2016, so one wonders how a pair of them were added to the database last year.

The best-selling kit builder is another ongoing winner. Zenith, with 91 registrations, has led the pack almost as long as I’ve followed these statistics. Zenith has several models, but their Sky Jeep CH-701 and -750 series contribute to the bulk of the company’s kit deliveries. Remember, kit sales don’t precisely relate to registrations, as owners have to assemble them first. This can take months to years.

Trailing Zenith rather closely are the usual producers: Rans (59 kits; plus 2 SLSA), Sonex (45), Kitfox (38; plus 2SLSA), and Just Aircraft (30). Right behind is Magni (16) because gyroplanes—other than AutoGyro’s primary category models (five registered in 2022)—must be built as kits until the MOSAIC implementation corrects this FAA oversight. AutoGyro also sells kit versions (15 registered). LSA seaplane builder Progressive Aerodyne built Searey kits (10) plus 6 SLSA models.

Among “alternative aircraft” in this space, Powrachute powered parachutes registered 25 aircraft, including 16 kits and 9 SLSA models. In the weight shift category, Evolution Trikes was the leader with 11 registrations, of which seven were SLSA. The company also reports good sales of its non-registered Part 103 aircraft, adding to their total.

The post-COVID period has been kind to the lighter aircraft segment. With some deliveries already quoting into 2024, industry players hope the good news can continue through 2023.

This article was originally published in the April 2023, Issue 936 of  FLYING.

The post The Light Aircraft Sector Shines appeared first on FLYING Magazine.

The prop is also being offered as part of a show special package at EAA AirVenture in Oshkosh this week, along with a signature paint scheme—one of which features the new Astra Red livery design—an autopilot, and one-year subscription to SiriusXM weather. The package represents about $30,000 in savings from the regular value of the composed options.

At EAA AirVenture, FLYING sat down with ICON CEO Jerry Meyer for an update on the Part 23 type certification path the company is pursuing for the A5, which will allow it to be converted to certification in countries in which the civil aviation authority doesn’t recognize the LSA category, such as Japan and India.

“We are close to the finish line with type certification, which will help fuel ICON’s growth,” said Meyer in a statement. “International expansion remains a key strategy for our business plan. There are six type-certified planes scheduled to be delivered late this year. We have solidified agreements with distributors in South Korea and Japan and are actively pursuing others in Europe, Australia, South America, and Southeast Asia. Once type certification is complete, we anticipate that 25 to 30 percent of sales will be from outside of the U.S.” 

The company delivered 36 aircraft last year, with a push in the final quarter that ended up causing it a bit of a slow start to the first month. Normally, according to Meyer, the ICON aims for a run rate of four aircraft per month, but January was a bit off as the OEM and its suppliers caught up. Still, Meyer expects to deliver 40 to 45 units in 2023.

MOSAIC also poses interesting prospects for the company and future upgrades to its products. With the increase in allowable stall speed—the A5 is right at the current 45-knot LSA limit—ICON could adapt to larger engines, including the Rotax 916iS. Because ICON already operates under one exemption—for weight—it could seek a similar path to bring upgrades to the A5 prior to execution of any rulemaking to expand the light sport category. 

Want an A5 Soon?

While the company has production positions filled through March 2024, for any prospective ICON pilots wanting an earlier delivery, the company has set aside eight positions for the special ownership program offered during the show. According to a company statement, “With only eight production slots available this fall, prospective owners are encouraged to take advantage of this opportunity.” Contact ICON for complete program details.

The post ICON Puts New Prop on A5, Updates on Certification appeared first on FLYING Magazine.

With a fleet totaling 165 in the field—and on the water and in the air—ICON reports that the A5 has notched more than 30,000 hours. Part 23 type certification lies just over the horizon, by its estimates, and that date looks to be hitting around the end of Q1 2023. With the TC in hand, the company can expand its international footprint, and it’s in the hunt for sales partners to make that happen.

• READ MORE: ICON A5 Among Aircraft To Appear at Detroit Auto Show

Deliveries Almost There

ICON shares the trials felt around the industry as far as meeting its delivery expectations—but it is happy to say that even in spite of supply chain woes and increased components costs, it is tracking to send 35 aircraft out the door in 2022—a little short of its target. The company looks ahead to a better 2023, with a backlog that will take it through June, and 80 percent of those orders for the higher-end Garmin G3X-equipped A5. It hopes to build and send off between 55 and 60 amphibs next year, all told.

“We had initially targeted more than the 35 A5s that will be sold in 2022,” said ICON CEO Jerry Meyer. “Like others in our industry and beyond, we faced supply chain challenges that caused us to lower our production goal. The good news is we pushed though and we’re in a better position because of it. We still are experiencing isolated shortages and longer lead times, but things are trending in a positive direction.”

In order to make that higher rate, ICON has been at work on optimization. According to an additional statement shared with FLYING, it’s “a big focus in 2022—we worked tirelessly as a company to control costs, optimize our production process, and put the company on a path to success. We made significant progress thanks to our incredible team.” Workforce has reportedly not been an issue for the company’s production footprint in Tijuana, Mexico, and completion and delivery center in Vacaville, California.

ICON concluded: “Our investors are committed, and we are evaluating a global capital raise to help accelerate product development projects that will enhance marketability.”

The post ICON Wraps 2022 with Milestones, Year-End Deliveries appeared first on FLYING Magazine.

Much of the program’s attraction stems from the expense of insuring amphibious aircraft like the ICON A5, which are designed essentially for having fun and visiting remote destinations.

Greg Bongiorno, co-owner of Low Altitude Adventures, said in a statement that the A5 is “a unique aircraft that has proven somewhat challenging to own based on insurance requirements.” 

• READ MORE: An ICON A5 for the U.S. Military—or China?

Low Altitude Adventures’ membership program includes the opportunity to train in water operations with ICON-authorized flight instructors. The company provides club members with 50 flying days of access to the A5 with unlimited hours for a flat-fee initial membership cost of $50,000 for a five-year term and annual dues of $25,000, which can be paid in monthly installments. The company also handles insurance, maintenance, and other less-enjoyable elements of aircraft ownership.

Adding the second A5—based in Laconia, New Hampshire—expands the company’s operating area to include the lakes of New Hampshire and Maine. The move also gives members access to more ocean locations and secluded beaches in southern New England.

The post Low Altitude Adventures Adds Second ICON A5 to Membership Program appeared first on FLYING Magazine.

That’s news enough, really.

Served up with the best weather I’ve seen since 1995 when I first made the journey—after a propelling cold front pushed through a monster storm last Saturday—OSH22 popped with news. Our time reporting on the event began Sunday with preview gatherings at Cirrus (hello, crazy busy) and Redbird (hello, latest sims). Monday was already scheduled back-to-back for our team—and new press conferences mushroomed up throughout the day.

By the time I made it back to our rental house on Lake Winnebago on Wednesday night, I was no longer certain of my ability to form coherent sentences in English. But that was from a landslide of positive news and the excitement of seeing so many beloved members of our aviation family again.

The Big News?

If you judge by the traffic on FLYING’s website, Daher’s Kodiak 900 captured a lot of interest—and the crowds around Van’s Aircraft’s new RV-15 flying prototype surely indicated an appetite for the latest models. Both were significant enough departures from those manufacturer’s current lineups to affirm that the drive towards new products is vital to a company’s long-term success.

But in my one-on-one conversations with leaders at Cirrus, Icon, Tecnam, and others, something else unfolded. 

Cirrus unveiled its SR G6 update for 2022 back in January but it represented tweaks on the sixth-generation airplane as opposed to anything earth-shattering. Cirrus’s Todd Simmons, president of customer experience, talked about the company’s backlog of 24 to 36 months—one of its largest that he could recall. It materialized as Cirrus simply continued to market its current line of aircraft, including the SR20 and SF50 Vision Jet as well. 

• READ MORE: FLYING‘s Full Coverage of EAA AirVenture 2022

Most notable? For a company that attracts new entrants to the market as part of its secret sauce, Cirrus has witnessed a steep rise in position holders who are complete newbs to general aviation. Thirty percent of the position holders in that order book have never been a pilot before, said Simmons—double the percentage Cirrus normally sees. Those owners-to-be are working on a private pilot certificate while waiting on their airplane.

Jerry Meyer, CEO of Icon Aircraft, also reported a healthy state of the order book, with an evolution of its original A5 model. They’re booking well into 2023—a good place for the company, according to Meyer. While they wait for certain enabling changes such as the updates to be seen with MOSAIC, they’re introducing options like a new trailer, to make the ownership experience fuller. 

Tecnam’s director of sales David Copeland walked me around the latest version of the P2010, the Gran Lusso, and he had me sit inside to get a full taste of the interior refinements made to the four-seat, single-engine piston machine. While it goes for a price similar to that of the Tecnam twin, the P2006T—$626,750—the two stand apart in look and feel. And Copeland says no one believes him when he tells them the airplane can make its maximum speed of 143 ktas on less than 6 gph. I’ll be testing that out for all of us next month when we meet up for a test flight.

Each of these companies came to AirVenture selling iterations on their existing product lines. All three are expanding their manufacturing facilities to accommodate the growth they’ve seen in the last two years. 

Legacy OEMs are capitalizing on the moment too. Piper has plans for electrifying its Archer, but it has been successfully adding flight training organizations to its roster with only incremental changes to its products, like the Pilot 100i. The upward trajectory in flight training has worked out well for its tried-and-true design.

One of the greatest “iterators” of all—Textron Aviation and its Cessna and Beechcraft brands—displayed a beautiful, classic Skylane on its Oshkosh line—but it’s still a 182. And it’s selling because you can pay almost as much for a 2010 model as the brand-spanking-new one.

Across the Spectrum

The drumbeat of the healthy order book continued throughout the flight line, with used aircraft for sale still showing incredible price increases from years past. There’s no doubt this activity in the marketplace makes some turn to a new airplane when they can take advantage of tax incentives, warranty programs, financing, and (let’s face it) the joy of having a new airplane.

Pilots at the show came in a buying mode across the spectrum as well.

Aerox’s Scott Ashton sold out of product in the first half of the week—the company’s portable oxygen systems left the exhibit hangar in the arms of pilots who seemed not to be bothered by any premium cost, according to Ashton. Barry Knuttila, CEO of King Schools, shared that the pilot training company was seeing some of its best months ever—another beneficiary of the increase in student pilots.

By and large, the people who are flying grumble about the cost of avgas, but they’re still flying. At least they flew into Oshkosh this year—aircraft parking went all the way to the southern fence, it seemed, and there were several times during the week when the field closed to additional aircraft. With the weekend left to go, the official AirVenture numbers haven’t been released, but after conversations with EAA folks, I expect them to be as healthy as 2019, at the very least.

People are getting into personal aviation, learning to fly, buying airplanes—but not just the very newest. They’re buying, period, and that bodes well for our industry.

The post The Big Story of #OSH22 appeared first on FLYING Magazine.

The OEM was under scrutiny resulting from questions regarding its Chinese ownership and the potential military applications of the A5.

In a report Tuesday in the Wall Street Journal, a letter sent by the Treasury Department—which steers CFIUS—was referenced that indicated the committee had “concluded its review of a Chinese firm’s nearly 47 percent stake in a U.S. aircraft startup, determining there are ‘no unresolved national security concerns’ with the deal.”

That result was confirmed to FLYING by a source close to the shareholders. The outcome is based on the premise that the A5 is not suitable for further modifications to maximum gross weight, powerplant, or operating parameters that would make it desirable in military applications.

Chinese entity Shanghai Pudong Science and Technology Investment Co. (PDSTI) holds a roughly 47-percent stake in the company. A lawsuit brought by minority shareholders in ICON is a separate matter and continues. 

FLYING reached out to ICON for further comment, to which they responded: “We’re pleased to confirm that after a months-long, thorough, and comprehensive investigation, CFIUS has cleared PDSTI’s investment in ICON Aircraft. 

“ICON will now be able to focus even more on doing what we do best—manufacturing and selling the incredible ICON A5 amphibious light sport aircraft. We will continue our operations and plan to increase our pace of sales and marketing activity as we approach our peak sales season.”

The post Foreign Investment Panel Decides in Favor of ICON Aircraft’s Current Chinese Ownership appeared first on FLYING Magazine.

A recent investigation opened by the Committee of Foreign Investment in the U.S. (CFIUS) came in response to a group of minor investors in ICON who asserted just this—and we wanted to understand how the A5 would fit any mission with higher stakes than splashing into lunch on a scenic lake.

The ICON A5 Is Different, How?

For answers, we looked to the company—XQT Aero—that has been engineering the changes that would potentially take the single-engine light sport seaplane into use as a militarized unmanned aerial vehicle (UAV). XQT Aero’s CEO Mark Gamache contends that there is no other U.S.-built aircraft it’s aware of that has the unique capabilities of the A5 for the US military proposed UAV missions. 

The project—termed “Ocean Eagle”—investigated in its first phase the suitability of the A5 for military use in several key areas. The second phase—not yet funded—would leverage existing technology currently applied to the conversion of other crewed aircraft to UAVs.

The A5 specifically features:

• A folding wing design
• The ability to accept a higher horsepower engine
• An advanced hull design able to take on heavier seas

“While I won’t go into details on many of them, one the obvious ones is the A5’s proprietary wing fold design,” said Gamache in an update given to FLYING on Monday. “We have also demonstrated the A5 operational capabilities at higher horsepower, higher performance, and operating in higher sea states, well beyond those recommended by ICON. The open ocean capabilities are the best we are aware of from any small amphibian due to the A5’s advanced hull design. 

“What the A5 platform is capable of with the series of modifications we’re working on is very impressive and well beyond the capabilities suggested by the manufacturer for sport flying purposes. The A5 and its technology should not be permitted by our government to be taken to the [People’s Republic of China] by PDSTI. We have provided input to CFIUS and remain optimistic that the right decisions will be made to allow continued development of our program for the [U.S. Navy] customer.”

What About the UA650?

The Chinese have already tried out another single-engine seaplane model for conversion to UAV, the Colyaer Freedom S100, built in Spain but adhering to U.S. light sport aircraft guidelines. The Rotax 912-powered airframe looks on the surface to have similar performance parameters as the A5, such as:

• Dual controls in a side-by-side configuration
• Electrically actuated amphibious landing gear
• A takeoff and landing roll of 275 m (902 feet) on land and 300 m (985 feet) on the water

However, Gamache contends that the Freedom S100 won’t quite cut it for the applications for which the Ocean Eagle project targets. 

“Colyaer aircraft has several significant and inherent design limitations that make it unsuitable for open ocean operations,” Gamache said. “The A5 platform does not have those limitations, is a superior design, and uniquely suited for these types of maritime UAV missions.” 

The post An ICON A5 for the U.S. Military—or China? appeared first on FLYING Magazine.

These allegations have basis in not just conjecture, but in at least one ongoing naval project that has been revealed to FLYING by the company’s co-founder and former CEO.

Jerry Meyer, former senior vice president of brand experience and corporate strategy, has assumed the role of interim CEO, while Stephán D’haene was promoted from senior vice president of operations to chief operating officer.

Jason Huang, ICON’s previous president and CEO, remains president. Both Huang and D’haene report to Meyer.

In a note to A5 owners, Meyer outlined the work immediately ahead of him. 

“My near-term priorities as CEO are clear: support ICON in the successful completion of the investigation by [the Committee on Foreign Investment in the U.S.], CFIUS…implement the business plan for the company that has been approved by the board, and continue to produce, sell, service, and fly what I consider to be the safest and most exciting small aircraft in the world,” Meyer said.

ICON has brought the A5 light sport seaplane to market with roughly 145 units now in the field, with 18 delivered last year—serial number 150 is the next one to move out. It announced at EAA AirVenture 2021 its plans to pursue type certification in the primary category for the model, paving the way for additional certifications outside of the U.S.

ICON Comes Under Scrutiny

In a press release following a story in the Wall Street Journal last week, ICON outlined what it views as the true nature of the scrutiny the company faces.

In 2015, former CEO and co-founder Kirk Hawkins courted Shanghai Pudong Science and Technology Investment Co. (PDSTI) for a minor investment in the company, and for further investment in 2017, increasing PDSTI’s overall stake.

As PDSTI’s stake increased in ICON—to a current level of 46.7 percent—Hawkins and several other company leaders were forced out or resigned between 2018 and 2021, including previous president and CEO Thomas Wieners.

After he left the role as CEO, Hawkins remained on the board, along with several American investors, including former Boeing Company (NYSE:BA) CEO Phil Condit and Linden Blue, vice chairman of General Atomics.

Hawkins led a civil lawsuit against his former company and informed CFIUS of the potential concern for use of the ICON’s design as a militarized unmanned aerial vehicle (UAV), and the potential for the Chinese government to gain materially from the knowledge of ICON’s advanced manufacturing processes.

That concern was outlined in a filing in June 2021 to the Delaware Court of Chancery by a consortium of 35 plaintiffs on behalf of a group of minority stockholders in ICON Aircraft against PDSTI and other entities. The complaint was amended in December 2021. It accuses the defendants of making plans to expropriate ICON’s “intellectual property in aircraft design, aircraft manufacturing, and advanced carbon-fiber structures manufacturing to China,” according to the public document updated in December.

“ICON strongly disagrees that the A5 has military applications and doesn’t see PDSTI’s investment as a national security concern, just as Kirk didn’t see it as an issue back when he was CEO of the company,” said ICON in its response to the news of the inquiry. “The allegations appear to be an attempt by Kirk to enlist the support of the U.S. government to remove PDSTI as a shareholder so that he can regain control of the company. This effort appears to be nothing more than an extension of his civil litigation strategy.”

FLYING reached out to Hawkins for a response to ICON’s allegations, and he asserted that the military use of the A5 was not just a hypothetical concern but one based on fact.

“This is the first public comment I’ve made since leaving ICON in 2018,” said Hawkins in the statement given to FLYING. “Given the legal and CFIUS proceedings, I am limited in what I can say. What I can say is that: there are 30-plus ICON shareholders and founding team members who believed in ICON and its mission to make personal flying more accessible to more people. They are saddened by ICON’s trajectory under Chinese control.

“That group is opposed to the efforts by the Chinese controlling shareholders to expropriate ICON’s technology to China and simultaneously running the U.S. company into the ground,” Hawkins continued. “ICON’s advanced manufacturing and high-tech carbon fiber composite, aero structures design and production capabilities are some of the best in the world for small, hyper lightweight air vehicles and should not be exported to China.

“As well, there is an active program working on the militarization of the A5 as a UAV,” he said. “Given these factors, the U.S. minority group is trying to stop this expropriation. This is not about any individual interest. It is about protecting a U.S. company from nefarious investment practices by the PRC [People’s Republic of China].

“ICON is only the tip of the iceberg, and many in the U.S. have been asleep at the wheel,” Hawkins continued. “We believe we’re engaged in the right fight for the right reasons—to protect U.S. national and economic interests, as well as help save ICON, if possible.”

Though sticking to a broad statement in support of the complaint filed by the group— ICON Recovery LLC has been established to codify their efforts—Hawkins connected FLYING with a contact with first-hand knowledge of the A5’s potential naval applications.

Mark Gamache, CEO of XQT Aero, has 40-plus years of expertise in developing manned and unmanned aerospace systems, including work within Northrop Grumman on a conversion of a manned Bell 407 into the high-endurance MQ-8C UAV program of record for the U.S. Navy.

He codified the U.S. Navy’s interest in the ICON A5 in the following synopsis.

“In 2018, the Joint Staff J7 Directorate for Joint Force Development organization sponsored and funded, through WLIF [Warfighting Lab Incentive Fund], and with USN, NSW/NAVAIR program management, a contract to XQT LLC for an experimental development program aimed at converting the ICON A5 to a UAV for USN/USMC use,” Gamache said.

“The Ocean Eagle program has successfully completed Phase 1 to investigate the suitability of the aircraft in several key areas relevant to military use of the aircraft as a UAV. Knowledge of this program was restricted to only a handful of employees [all U.S. citizens] within ICON. Despite these restrictions, the new CEO at ICON recently indicated he has been made aware of the program’s existence.”

“Phase II of the program, when funded, would leverage existing technology currently applied to conversion of other manned aircraft to UAVs. These UAVs are currently operating in theater daily and have tens of thousands of hours of operations. Leveraging this high TRL technology allows for rapid conversion of the Ocean Eagle A5 into a fully functional UAV for the U.S. military.

“U.S. military interest in use of the ICON A5 is clearly being negatively impacted by the Chinese investment in the company,” Gamache said. A return to U.S. ownership would undoubtedly be in the best interest of the Ocean Eagle program goals.

“Our team has done extensive engineering analysis, modifications, and flight testing on the A5. The ICON A5 provides a unique set of capabilities for our DoD customer. We have provided input to CFIUS and remain optimistic that the right decisions will be made to allow continued development of our program for the USN customer.”

Gamache also outlined the PRC’s interest and its previous work “leveraging” a Spanish-built light amphib, the Colyaer Freedom 100, into the “U650 unmanned vehicle system.”

Since the initial filing in June 2021, both Condit and Blue have resigned from ICON’s board. Hawkins remains, in his estimation, to represent the interests of those minority stockholders and “the best interests” of ICON .

ICON offers the following timeline of its contact with CFIUS:

• In August 2021, ICON received an inquiry from the CFIUS regarding PDSTI’s investment in the company, triggered by the minority shareholders’ complaint.
• In November 2021, ICON and PDSTI submitted a formal notice to CFIUS in connection with PDSTI’s investment in ICON in 2017 and 2018.
• “ICON and PDSTI have fully cooperated with CFIUS,” according to the company, “[and] provided responses to all questions received to date, and met with CFIUS to discuss the transaction. The parties expect CFIUS’s investigation will conclude at the end of February.” 

The CFIUS inquiry has been the only contact ICON has reported from the U.S. government.

An Amphibious UAV?

Hawkins contends that the A5’s design stands head and shoulders above previous attempts made at taking an off-the-shelf aircraft and repurposing it for military use as an amphibious UAV. The very design challenges driven by the need to meet ATSM standards and FAA limitations for light sport aircraft led to a unique airframe positioned for further development, including a larger powerplant.

ICON successfully petitioned for an increase from the FAA’s maximum gross weight limit for seaplanes of 1,430 pounds to 1,680 pounds—the A5 came in less than that at 1,510 pounds.

Within that airframe, however, ICON packed its amphibious landing gear, unique stall-and-spin resistance, a hull formed with complex hydro- and aerodynamics that can withstand significant swells, and an airframe parachute.

All of these factors led to the interest Gamache outlined in his statement.

So, Does the A5 Have Military Applications?

The current leadership at ICON Aircraft clearly takes a different view. “While the ICON A5 is a fantastic aircraft for sport flying,” said the company, “the plane is loaded with stylistic and safety features that make [it] wholly unsuited for military application.” Furthermore, because the A5 is built “from commercial off-the-shelf products and it does not have any autonomous piloting, artificial intelligence, or machine learning capabilities,” ICON does not deem the aircraft program to be capable of delivering any critical aerospace technology to the Chinese government—or any other international actor. 

Also, the company “does not manufacture, design, develop, or test any position, navigation, and timing technology or advanced materials” that would also be of interest to a foreign military.

Similar questions arose following the purchase of Cirrus Aircraft in 2011 by Zhuhai-based CAIGA (China Aviation Industry General Aircraft), a division of AVIC (Aviation Industry Corporation of China). This wasn’t that Chinese entity’s only foray into American aerospace—CAIGA owned the assets of Epic Aircraft from 2010 to 2012. 

The decision made by Cessna Aircraft Company in 2008 to assemble the light-sport Cessna 162 Skycatcher in Shenyang, China—in partnership with SAC (Shenyang Aircraft Corporation)—raised eyebrows as well, as to whether the Chinese government would use the program to siphon off advancing technology. CAIGA has also manufactured the Citation XLS+ light-midsize jet and 208B Caravan turboprop under a joint venture with Cessna (now Textron Aviation), delivering the first Zhuhai-assembled XLS+ in April 2015 to a Chinese customer.

In each of these cases, however, the aerospace technology involved was deemed to be below the threshold of concern for the U.S. government.

However, it’s possible that the transfer of ICON’s IP to China has already begun, according to the amended complaint filed in December. 

“PDSTI has executed on this appropriation scheme by arranging for an affiliated Chinese entity—Shanghai Feike Technology Development Co., Ltd. ‘Flying Tech’—to enter into an IP Licensing Agreement with ICON in July 2021. Under this IP Licensing Agreement, Flying Tech has gained access to ICON’s Intellectual Property for use in China.”

The company responded: “Unfortunately, we cannot control what someone else says or lawsuits that they file against the company. These accusations are unfounded, and ICON’s legal counsel is vigorously pursuing dismissal. This is an active legal matter, and thus, we cannot provide further comment at this time.”

ICON Continues Growth of Manufacturing in Tijuana

So, a companion reason for the raised alarm concerns the possible movement of the A5’s technology—including its manufacturing processes—to China.

In its early days, ICON had little in-house expertise required of an OEM to both produce light aircraft in quantity and support the A5 in the field through parts manufacturing and service. In fact, the company originally outsourced a portion of its carbon-fiber layup to Cirrus Aircraft.

However, in early 2016, ICON began the process of bringing those functions into its own headquarters in Vacaville, California—by hiring production leadership with solid credentials in the automotive industry, and by building a new manufacturing facility in Tijuana, Mexico.

The 300,000-square-foot plant opened in 2017, and as of summer 2020, ICON had shifted its final assembly and composite lay-up process to Tijuana—up to 90 percent of the total effort—with the remainder of completion, testing, and delivery taking place in Vacaville. The transition resulted in a cost reduction for the light-sport A5, which was passed on as a price savings to customers—at the time, from $389,000 to $359,000—which remains the price for the LSA model.

Meyer said that the company has a lot of room to grow in the Tijuana facility. 

“No, no plans [to expand over to China],” he said in FLYING’s interview. “We believe that there’s real advantage to having the facility we have in Tijuana—it has capacity to do a lot more airplanes. The staff there is highly trained, highly capable, and really we just need to ramp that up.” 

Meyer would like to see that ramp up in production to a rate of nearly one A5 per week.

Primary category certification has been “a bit slower than we want,” with Meyer reporting the latest update from the FAA projecting a May 2022 completion. The certificated model will feature either the Garmin 796 or the 3X Touch with autopilot.

ICON immediate plans with the primary category model include expanding its reach in Canada, where it already has enthusiastic support—but no LSA umbrella under which to market the airplane. “[We’ll] continue to grow our market through international expansion, which is really our focus for the back half of this year once we receive type certification,” Meyer said.

Whether those plans move forward as the company currently envisions will depend on the outcome of the CFIUS investigation–and the suitability of the A5 as a militarized amphibious UAV.

More details as FLYING continues its look into this developing story.

The post ICON’s New CEO, Former CEO Differ on Foreign Investment Committee Probe appeared first on FLYING Magazine.

After a great deal of due diligence, Fuller chose the Icon A5 amphibian as his “fun” light sport airplane, and a Tecnam Astore as his cross-country LSA. 

“I actually calculated it all out,” Fuller said. “And with the money I have into my two LSAs, it was still cheaper than a new Cessna 172 or Cirrus SR20. Sure, I am giving up a little power and speed, but now I have two airplanes that serve all of my personal flying needs.”

The one airplane not worked into those calculations is Fuller’s 1/10th ownership in a HondaJet through the Jet-It program. 

“I was flying commercial four days a week with Diamond and Platinum status,” he said, “and when COVID hit, I switched to trying to do business virtually. But when I do need to travel for business now, I use charter or the HondaJet.”

The Economics of Flying Light-Sport

Like all owners, Fuller enjoys great fuel economy with his two LSAs. Both the Icon A5 and Tecnam Astore fly behind Rotax engines, with the A5 seeing about 5.5 gph fuel burn, according to Fuller. 

“If you are doing touch-and-goes off the water, naturally, that number rises slightly, but still, it only costs about $30 an hour for fuel,” he said. His Astore burns about 6.5 to 7 gph with its Rotax 914 turbocharged engine. 

“When you think about it, I can do 120 knots all day in my Tecnam, and it’s just a little slower than a new 172 or SR20,” Fuller says. “If you are not going super long distances, the Astore makes a solid cross-country platform. It is comfortable, has very good avionics, and a great autopilot. I can get around easily in it and only spend about $40 an hour for fuel.”

Mission Capable

When Fuller wants to just have some fun in the air, he flies his Icon A5 around his Chattanooga, Tennessee, home. 

“I bought the Icon A5 first, and with 85 knots of cruise speed, it is not a very good cross-country airplane,” Fuller explains. “I love to fly it around the mountains of Tennessee, and it can land on almost any body of water as long as I have enough space. It’s great to take the windows out when the weather is good and that makes it feel sort of like driving a convertible car in the air. 

“One of the things I love to do in the A5 when there are no obstructions is take off from a waterway and stay about 200 feet above the water flying up through the mountains. It has a very Star Wars feel to it. Plus, with the river right below you, you effectively have a runway in case you need to ditch or have a problem.”

The Astore on the other hand offers Fuller a full Garmin G3X suite panel which makes the Tecnam his choice when he wants to go somewhere. 

“Once I took delivery of the Astore, I fell in love with the G3X panel. The [SiriusXM] weather has been great to get real-time weather updates, and it is just a very advanced airplane. The autopilot allows me to manage the airplane well, and I can sort of relax in it,” Fuller says. 

“I learned on six-pack 172s, so I am really enjoying flying with some of the most advanced general aviation avionics available today.”

A Realized Benefit

Fuller considered buying a larger airplane that could carry all seven people in his family, and realized not even a new Cirrus SR22 could do that. With his two LSAs built to each carry the pilot and only one passenger, he has discovered a benefit that many people might not think about when considering a light sport airplane.

“I have five kids,” Fuller said, “and with either of the two LSAs, I can only take one of them up at a time. So I get some distraction-free time with each of them—no internet, no devices. There is just something really powerful about that experience. This is something many people probably do not consider about LSAs. You get quality one-on-one time with just one other person, you get to have an adventure, and it doesn’t cost all that much to do.”

Fuller is “all-in” on light sport airplanes, and he will soon replace his Icon with a new A5, to be delivered this spring. His point that owning two LSAs is still more economical than one high-performance airplane is backed up by numbers. Fuller has become a successful businessman because he is a “data guy” and the growth of FLYING and his other major venture, FreightWaves, proves he can crunch the numbers and make good decisions. For now, the “two LSAs” model is serving him well to fly varying missions, and that is unlikely to change any time soon.

The post Two LSAs are Better Than One appeared first on FLYING Magazine.