Today’s Top Pick is a 2000 Quicksilver GT400.

Mentioning the Quicksilver name at a gathering of ultralight enthusiasts is a bit like talking with “traditional” pilots about Piper Cubs. Quicksilver airplanes are staples of the experimental and ultralight worlds.

They have been around for decades, and many adventurous pilots eager to get airborne on a tight budget have learned to fly in them. Some moved on to certified aircraft while others embraced ultralight culture, preferring what some consider a purer sensation of flight compared with the enclosed, insulated experience of piloting a mass-market piston single.

The Quicksilver GT400 model for sale here is considered a hot rod among ultralights, with impressive short-field performance and higher cruising speeds than typical designs in the category. While the aircraft is not designed for cross-country flights, you can travel long distances in it if you have the time and the will. 

This 2000 Quicksilver GT400 has 550 hours on the airframe and 120 hours since overhaul on its Rotax 503 dual-carburetor engine. The aircraft has basic instruments and, as is typical for this type, uses a hand-held radio for communications.

Pilots who have always wanted to try ultralights, or people who see them as an ideal pathway to learning to fly, should consider this 2000 Quicksilver GT400, which is available for $11,500 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Quicksilver Plans Global Expansion, SLSA Certification
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The post This 2000 Quicksilver GT400 Is a Well-Tested ‘Aircraft For Sale’ Top Pick appeared first on FLYING Magazine.

The wide world of aircraft is now open to you, but what can you actually fly? Part of being a good pilot is recognizing that sometimes our eyes are bigger than our skill set. While hopping into a high-performance World War II warbird is a great goal, it is probably not the thing to do while waiting for the ink to dry on that new certificate.

That said, there will be a learning curve with any new-to-you model—and the possibilities are nearly limitless. Here are a few options to get you started that you can either step into right away or require just a few hours of further training.

Ultra-Modern: Cirrus SR22

If what turns your head is a sophisticated aircraft with advanced avionics, comfortable cockpit, and safety features such as a whole-airframe parachute, consider the Cirrus SR22 series. It may not be an entirely new model for everyone, given that it does see use in the training environment. However, between the depth of available features and its capabilities, there’s plenty of room for even more advanced pilots to expand their skill sets to take better advantage of all the model has to offer.

The latest version of the nonturbocharged SR22, the recently unveiled G7, boasts a top cruise speed of 181 knots, 1,169 nm range, and useful load of 1,326 pounds. Capable of seating up to five, it comes equipped with the G3000-esque Perspective Touch+ by Garmin avionics suite and offers an array of advanced features, including crew alerting system (CAS) linked checklists and taxiway routing. The SR22 is also a capable IFR machine, so becoming familiar with the model could be a particularly good option if you’re looking toward your next rating.

• READ MORE: This 2017 Cirrus SR22T Is a High-Performance, Parachute-Protected ‘AircraftForSale’ Top Pick

Keep in mind that there can be a lot of variation within a model type. If you’ve flown an early generation SR22 in training, you could find yourself in for a few surprises when you get into the cockpit of a newer version like the G7—or vice versa. This holds true for any model that has seen updates over multiple production cycles, so check that you are familiar with the specific configuration of the version you’re getting ready to fly well before takeoff.

In general, the SR22 is faster than many trainers and a bit less forgiving than something like a Cessna 172, particularly when it comes to approach and landing speeds. If you’re stepping up from a slower airplane, beware of falling behind the aircraft.

To act as PIC, you will need a high-performance endorsement: typically five to 10 hours of additional training with the instructor signing you off once they feel you are competent. Insurance requirements will likely dictate the final amount.

As a side note, if you’re going all-in and buying a used Cirrus rather than renting, the company offers up to three days of instruction with one of its authorized training partners free of charge via the Cirrus Embark program. Free transition training with the experts is hard to come by and extraordinarily valuable, so don’t miss out.

Vintage: Piper J-3 Cub

Is there anything more iconic in general aviation than a little yellow Piper J-3 Cub? If you’re looking to get places quickly, overcoming all inclement weather, and staying aloft for as long as biology allows, move along. This isn’t the one for you.

But if what you want is a nostalgic meander through beautiful VFR days, honing your stick-and-rudder skills while feeling the wind in your hair, the Cub can be a great model to turn to. Introduced in 1937, the two-seat J-3 is among the most recognizable models around with nearly 20,000 produced and a stock paint job so identifiable that the color came to be called “Cub Yellow.”

• READ MORE: This 1947 Piper J-3 Cub Is a Historic, Beloved ‘AircraftForSale’ Top Pick

Turning to the practicalities, if you don’t already have one, you will need a tailwheel endorsement to fly a J-3. It takes a rough average of 10 hours to complete but will put an array of interesting aircraft within your scope. Be warned: It will not be like flying a tricycle-gear trainer. Tailwheel aircraft have their own traps waiting for the unwary pilot—a much stronger predilection for ground loops, for example—so find a good instructor and pay close attention to the differences in handling characteristics. That said, with solid instruction flying a Cub is well within reach for a newer private pilot.

Pay attention to loading once you’re cleared to go up on your own. The Cub is little and light—two good-sized people can overload it, and it’s just not built for carrying much cargo. The stock 1947 version is powered by a 65 hp Continental engine (the earliest model had just 40 hp), offering a cruise speed of around 65 knots, 191 nm range, and useful load of 455 pounds.

To be fair, the J-3 is also not going to win any awards for cabin comfort. What it has, though, is style and history. The Cub is also a reasonable place to start if you’re looking to fly more complicated vintage aircraft in the future.

Solid Performance: Cessna 172 Skyhawk

Sometimes it just isn’t worth messing with a good thing. The Cessna 172 Skyhawk is a reliable, stable performer with a long history of taking pilots where they need to go. It is easy to fly, easy to land, and capable of a little bit of everything. That’s why it remains such a popular all-around trainer.

Alongside its general cabin comfort, those same characteristics make it a great option for new private pilots. In addition to being familiar to many, it requires no further endorsements or ratings and keeps to speeds common to other ab initio training aircraft—meaning timing in the cockpit will likely be similar even if you learned in something else. Furthermore, if you’re going to be renting, they’re easy to find pretty much anywhere.

• READ MORE: This 1968 Cessna 172 Skyhawk Is an All-Around Capable ‘AircraftForSale’ Top Pick

Like many of the other aircraft discussed, there is a lot of variation in 172 models even when only considering stock versions. Get to know the specific model you’ll be flying. Among other examples—and it probably goes without saying at this point—if you trained on one type of avionics (i.e. glass vs. analog gauges or Garmin flight deck vs. Avidyne), plopping yourself down in front of another without someone to teach you best practices and pitfalls is, quite frankly, a terrible idea. If what’s available to you is different in any significant way than what you trained on, grab a qualified instructor and log some learning time before heading out on your own.

The latest Skyhawk model has a top cruise speed of 124 knots, range of 640 nm, and useful load of 878 pounds. It comes equipped with Garmin G1000 NXi avionics and can seat the pilot plus three passengers. While it may seem too plain for some—it isn’t the fastest, leggiest, or tech-iest for sure—there’s no reason not to love a jack-of-all trades aircraft like the 172.

On the Water: ICON A5

If you are looking to head toward the water with your new certificate, it is worth taking a look at the ICON A5 amphibious light sport aircraft (LSA). Designed with recreational aviation in mind, it aims to provide a simple, fun flying experience even for pilots new to seaplanes. It comes with many safety features, including a whole-airframe parachute.

As of December when the FAA granted it type certification in the primary category, the two-seat ICON A5 is available in certified and special light sport aircraft (S-LSA) versions. Both have a top speed of 95 knots, a 427 nm range, and a useful load of 430 pounds. Certified and S-LSA A5s are powered by the fuel-injected Rotax 912iS engine and come equipped with the Garmin aera 796.

• READ MORE: This 2017 ICON A5 Is a Fun-Loving Amphibian ‘AircraftForSale’ Top Pick

When acting as PIC, the primary difference between the two versions is what you are required to have to fly one. To operate the certified edition in the U.S., you will need a private pilot certificate and seaplane rating. However, the S-LSA model, which ICON began delivering to customers in 2017, will continue to require a sport pilot certificate with a seaplane endorsement. Make sure you know what you need to legally fly the model in front of you.

If a seaplane rating or endorsement is all that stands in your way, the time frame for getting one tends to be about the same as the tailwheel endorsement: typically five to 10 hours of dedicated instruction, with the bar being when the instructor feels you are demonstrating proficiency.

Like most seaplane models, it can be quite difficult to find an A5 to rent. However, if you’re in the market for your own aircraft or one is available to you, it makes for a good launch into the world of amphibious aircraft.

Jet-A Traveler: Diamond DA40 NG

The four-seat Diamond DA40 NG has made a name for itself as a sleek, efficient, and easy-to-fly option for everyone from students to experienced IFR pilots. Its Austro AE 300 engine burns jet-A, making it a great entry-level choice for pilots looking to fly cross-country and/or in areas where avgas isn’t readily available. It is worth noting that the NG’s counterpart, the avgas-burning DA40 XLT, is a significantly different airplane, though worthy of consideration in its own right.

Along with offering great visibility through the bubble canopy, the DA40 NG is a comfortable cross-country machine with good range and reasonable speed for its type. As with the 172, no additional ratings or endorsements are needed to fly one. Once introductory flights are complete and you are comfortable with the aircraft, you’re good to go.

• READ MORE: The Diamond Aircraft Story Continues to Evolve

The newest version of the DA40 NG sports a top cruise speed of 154 knots, 934 nm range, and useful load of 897 pounds. Notably, its fuel consumption comes in at just 5.1 gallons per hour. On the avionics side, it is equipped with the Garmin G1000 NXi flight deck.

In addition to its range, the fuel burn in particular makes the DA40 NG an attractive choice for a new private pilot looking to go places. It can travel a long way on much less than many of its competitors. Another point in the model’s favor is the cockpit noise…or lack thereof. The diesel engine runs on the quieter side.

The DA40 NG is a well-behaved flyer, so transitioning to one shouldn’t be too complicated for most—assuming you didn’t learn to fly in one in the first place.

Fair Winds, Clear Skies

There are a nearly endless number of aircraft models out there, with pathways available straight to the left seats of a great many. While it may take step-ups, additional ratings, or endorsements, make a plan, get the training, and go for your dream airplane.

Who knows? You may even fall in love with a few others along the way.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Dream Aircraft: What Can You Fly? appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Tecnam P2006T.

The Tecnam P2006T has carved out its own category as a very light twin that operates very much like a light single. Even its four-place cabin and 200 hp rating sound like the description of a single, however, in the Tecnam’s case the thrust is divided between two 100 hp Rotax engines. The aircraft does not possess the classic excess of power that many larger traditional twins, such as Cessna 310s and Beechcraft Baron 58s, enjoy.

While not a particularly brawny twin, the P2006T can climb with one engine shut down and offers pilots more options for flying at night and over water and  other inhospitable terrain. The design is also known for a spacious, comfortable cabin that works well for a traveling family. For flight schools, the Tecnam’s low fuel consumption and stability make it a good multiengine trainer.

This 2022 Tecnam P2006T has 103 hours on the airframe and 102 hours on its two Rotax 912 engines and two-blade, variable-pitch propellers since new. The panel includes s Garmin G1000 Nxi, dual GIA 64 WAAS nav/com/GPS, GMA1360 digital audio system, S-Tec 55 autopilot with electric trim, dual, GEA 71B engine and airframe unit, and GTX345R mode S transponder for ADS-B In and Out.

Pilots looking for a light, reliable, and economical four-plane traveling aircraft with the redundancy of two engines should consider this 2022 Tecnam P2006T, which is available for $709,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Tecnam P2006T
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• AVweb: Tecnam Names Canadian Sales And Service Dealer

The post This 2022 Tecnam P2006T Is a Unique Very Light Twin and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Much like it was during the early days of Popular Aviation—FLYING’s precursor—one of the first aviation magazines in Italy, L’Aquilone, featured plans for building model aircraft used by enthusiasts enamored by the idea of flight. These kit-built machines catalyzed the dreams of Luigi and Giovanni Pascale as they reached their majority in Campania north of Naples.

In league from the beginning, the brothers would nurture and support each other’s imaginations until they could launch their aircraft design and manufacturing efforts in 1948, 75 years ago. The Pascales built their unique airplanes at first incorporated under the marque of Partenavia in 1957—and within the company we know today as Tecnam.

Training Legacy

The latest of Tecnam’s single-engine airplanes to come to fruition, the P-Mentor, joins a legacy of aircraft destined to help aspiring pilots learn to fly. The first true Pascale design to reach production, the original P48 Astore, looks a lot like the Piper Pacer taildragger from which the brothers drew inspiration. The P-Mentor breaks from one tradition, in that it is one of the few of the Pascale designs not named after the year in which it began development—for example, the P48 sprang from the drawing board in 1948, and the P2012 Traveller started in 2012, though it didn’t see European Union Aviation Safety Agency certification until 2019, with FAA certification to follow later that year.

• READ MORE: Tecnam Unveils P-Mentor Training Aircraft

While Tecnam has enjoyed recent success in the U.S. with its modern version of the Astore LSA, and the latest edition of the P92 Echo, the P-Mentor makes a compelling case for a primary trainer that goes beyond the light sport category. The P-Mentor achieved EASA certification under CS 23—equivalent to the FAA Part 23 type certification basis for light aircraft—in 2021. Though the P-Mentor is powered by a version of the same engine found on many LSAs—the Rotax 912iSC3—the airplane’s heft and sophisticated cockpit take it up a notch from the entry-level category to create a platform that will serve to educate new pilots intent on progressing into a career—or just larger, more capable airplanes.

A. The FADEC-equipped Rotax 912iSC3 engine has an easy preflight check sequence.

B. The simulated landing gear switch is also tied to a gear warning horn to help facilitate training in preparation for more complex aircraft.

C. The Garmin G3X Touch displays can be configured in multiple ways, including a base map, engine information system, and the primary flight display. A Garmin GTN650Xi in the RNAV-capable edition enables a complete IFR training program.

D. The control sticks have a shape to them that falls nicely in the hand, and the seats are adjustable, rather than the rudder pedals, for a comfortable fit.

E. An optional Garmin GFC 500 autopilot outfits the P-Mentor for extended cross-country missions and advanced aircraft training.

A Walkaround

My introduction to the P-Mentor began on the ramp at the company’s headquarters in Capua, Italy, following a detailed production-line tour that took in several of the models in various stages of readiness for first flight and eventual delivery. Witnessing how the machines come together always gives insight to how they will perform, so I felt particularly well versed in the P-Mentor’s genesis after hearing Giovanni Pascale—managing director of Tecnam and the latest in the family line to lead the company—walk through each step in that process.

Its low-wing, side-by-side seating evokes similar LSAs I’ve flown recently—such as the BRM Aero Bristell SLSA—yet with an aspect to the way the canopy slopes into the fuselage that recalls its design heritage, as we saw earlier in the tour, from the mid-’50s designs of the firm, but still modern and inspiring confidence as you approach it on the ramp. Tecnam chose to certify the P-Mentor with a maximum gross weight of 1,587pounds, a good 267 pounds higher than the top of the LSA class. Having done so allows for a useful load of up to 628 pounds and the flexibility to have two healthy adults plus full fuel on board.

Walkaround takes in the normal checkpoints with few unique aspects to the process. Tecnam flight test pilot Massimo de Stefano oriented me to a few items, mostly to do with getting in and out of the airplane. Early Pascale designs—and all of its twins—feature a high wing, in part to aid ingress for pilots and passengers. But the low wing has an easy step-up and good handholds for settling yourself into the seats.

De Stefano guided me to the right seat, which was perfect for this review, as it allowed me to assess the P-Mentor as an instructor and see how it would perform and feel flying from that familiar CFI’s perch.

The flight deck features a twin Garmin G3X Touch installation in the complete IFR package—called the “Sport” version—that we flew with in I-PDVF, the company’s demonstrator. Those displays are accompanied by a Garmin GTN 650 Xi nav/com/GPS, a Garmin GAD 29c ARINC data module, and a remote-mounted Garmin GTX 345R transponder with ADS-B In and Out capability. All of that—in addition to the engine management system—is powered by a 14-volt electrical system that utilizes two electrically isolated alternators (A and B) and a main ship’s battery.

Startup and Taxi Out

Starting the Rotax involves a simple process, with a couple of nuances—you first flip a toggle switch to energize the starter in addition to having the master switch on. Then, it’s both FADEC Lane A and B switches on, fuel pump on, and push the red starter button to swing the prop—which caught quickly on the warm engine (from previous flights). There are separate avionics and autopilot masters as well.

Run-up was guided by the engine information display on the right-hand G3X Touch screen, checking both FADEC lanes using the 4-cylinder exhaust gas temperature readouts, along with coolant and manifold temperatures, oil pressure, and volts.

De Stefano took on the task of taxiing out in order to familiarize me with the special procedures at the Capua Airport (LIAU), both of the day—rain showers earlier left the grass runway in varying states of rough—and in general. LIAU has a flight information service staffed by the local fire brigade—and therefore non-English speakers. Unusual, but not wholly unanticipated.

We left our abbreviated flight plan with the FIS and de Stefano guided me through the first takeoff, taking a line that was relatively smooth on the left-hand half of the runway, which measures 1,097 meters, or 3,599 feet.

We took just over one-third of the runway on that takeoff roll, not bad considering the condition of the turf, which appears to be a running source of amusement amongst the Tecnam pilots and their dealers. Test flying is often frustrated by the weather at Capua, with winter rains rendering it unusable for stretches of time.

One clear benefit to the location? I saw the airplane’s performance on a truly soft field. All Tecnam aircraft must pass this test or never reach the skies at all. The local council plans to finally pave the runway sometime in the next year—and we hope that’s on schedule, though the current field has its, well, charm.

In-flight Feel

For our mission, we took off to the northeast from Runway 26 to stay clear of the military field—Grazzanise—on whose control zone perimeter Capua sits, at 64 feet msl. I had the controls through the climbout to 3,000 feet for our high work, and we saw 450 to 700 fpm at the V_X of 70 knots and power set at 28.9 inches and 5,550 rpm.

During steep turns the controls felt solid, and even between aileron and pitch (in the baseline I use, aileron control feel is usually a degree lighter than pitch). However, I found the P-Mentor easy to keep coordinated both in 30- and 45-to-50-degree-bank turns and the proper pitch attitude facile to find in each direction.

Stalls broke mildly—more of a mush in an approach to landing (power off) stall, with a level break in the departure (power on) mode. Recover came swift and sure. I performed a few additional coordination maneuvers, seeking the marriage between aileron and rudder, and with a brisk roll left and right and back to center, again, straightforward to keep the nose on the horizon in its place.

• WATCH: We Fly the Tecnam P-Mentor

I made a power-off glide at 70 knots to test that handling, and the P-Mentor preserved the good gliding characteristics of the P92 Eaglet—precursor to the Echo—that I first flew back in 2006, with a reasonable 9.7:1 glide ratio. No surprises—just honest flying.

In Cruise

Where the P-Mentor trades off its weight for performance shows up in two places—the not-quite-as-short takeoff roll, and in the modest cruise speed of 117 knots. That’s at a power setting of 27 inches MP and 5,480 rpm.

Reducing the power to 24 inches and 5,030 rpm brings us to 100 knots indicated at 2,000 feet msl and13 degrees C—nearly ISA conditions. The panel is setup for cross-country missions in the sport package we tested—and you can do so at the modest fuel burn afforded by the Rotax, which sips 3.7 gph at that economy cruise setting. The company prides itself on the efficiency of its models, which certainly holds true here.

Training to Land

One unique feature of the P-Mentor that places it squarely into the training class is the simulated landing gear lever on the pilot’s subpanel. Though the airplane’s gear remains fixed firmly in place, if you don’t actuate the gear lever to the down position when bringing the throttle to idle, a warning horn sounds—just as it would in a true retract, and it’s tested during the run-up. The idea is to ingrain each of the steps into the thinking process of a new pilot. However, one could argue that because the airplane doesn’t reflect the aerodynamic change of the gear moving and the swinging of the gear doors, it’s a tenuous transfer of learning.

However, Sporty’s sells the same portable type of device in its catalog towards the same purpose, and I suppose it holds merit for building that habit of always checking to see if the gear is down on final.

Short and Soft Techniques

The long-span flaps can be set at the takeoff position (roughly 15 degrees) as high as 106 kias, with full deflection of about 30 degrees—the landing position—at 96 knots, aiding greatly in the ability to slow the airplane.

De Stefano wanted to demonstrate a landing first (and the right line to take on the rutted field), and I was keen to try out the go-around profile of the airplane. A nice, easy approach speed of 70 knots kept us on a smooth path to the touchdown point—and I braced myself for the bounces I figured would be inevitable—but the P-Mentor’s tires handled the uneven turf with aplomb. He pushed the power up for a touch-and-go, and handed the controls back over.

We did a low approach first, and I kept myself purposefully high, and slipped on final to see if the P-Men-tor’s good coupling held true, and it did. During the pass, I flew just off of the deck by about 15 feet, so I could continue to get a sense of things. I pulled up into a nice fly-by for the folks on the Tecnam ramp and entered the pattern again, level at about 750 feet agl—about 800 feet msl.

Remembering to put the “gear” down as I throttled back, it didn’t take long to find the approach speed that seemed to give the best mix of low speed and positive control authority on final. I aimed for the good line in the grass, and I was rewarded with a pleasant touch-down—stick in my lap and a little bit of power in to keep us going as the tufts of turf snatched at the tires.

We readily made the turn off just past midfield to taxi back into the factory—and de Stefano was all smiles as I did—a mark of approval that goes beyond translation. That grin matched my own, as the P-Mentor had been a true pleasure to fly—and would likely be just as much fun to use, yes, mentoring new pilots into the skies.

Tecnam P-Mentor

Price (fully equipped, as tested): $350,750

Engine: Rotax 915iSC3, 100 hp

TBO (or equivalent): 1,200 hours

Propeller: MT V.P. hydraulic with governor, two-blade

Seats: 2

Wingspan: 29.5 ft.

Wing Area: 128.1 sq. ft.

Wing Loading: 12.39 lb./sq. ft.

Power Loading: 15.87 lb./hp

Length: 22.1 ft.

Height: 8.2 ft.

Baggage Weight: 66 lb.

Standard Empty Weight: 959 lb.

Max Takeoff Weight (EASA CS 23): 1,587 lb.

Standard Useful Load (EASA CS 23): 628 lb.

Fuel: 140 liters/37 gal.

Max Rate of Climb: 750 fpm

Max Operating Altitude: 13,000 ft.

Stall Speed (flaps extended): 44 kias

Max Cruise Speed: 117 ktas, at sea level, max continuous power

Max Range @ Max Range Power: 950 nm

Takeoff Distance, Sea Level (over a 50 ft. obs.): 1,706 ft.

Landing Distance, Sea Level (over a 50 ft. obs.): 1,280 ft.

This article first appeared in the July 2023/Issue 933 print edition of FLYING.

The post We Fly: Tecnam P-Mentor appeared first on FLYING Magazine.

Though FAA certification is still pending, the P-Mentor has made it into flight training fleets across Europe, with plans to follow in the U.S. soon. FLYING editor-in-chief Julie Boatman visits the OEM and flies the P-Mentor over the Italian countryside north of Naples (Napoli) in this pilot report.

The post Watch as We Fly the Tecnam P-Mentor appeared first on FLYING Magazine.

Powered by a turbocharged Rotax 915iS turning a DUC 4-blade or Sensenich 3-blade prop, the Bristell uses that 135 horsepower at max continuous to leap off the runway, as it did both in Editor in Chief Julie Boatman’s test flights and during the photo shoot for the feature in FLYING shot down at Naples Airport in Florida.

The post Watch the We Fly Bristell SLSA appeared first on FLYING Magazine.

Elixir Aircraft, based in La Rochelle, has posted a sales streak for the training version of its aircraft, with a deal closed on more than 100 units—50 on option—with Sierra Charlie Aviation in Scottsdale, Arizona. The agreement caps a growing order book for the OEM as it brings three versions of its single-engine airplane to market. 

Most of the models—intended for flight training—feature the 100 hp Rotax 912iS powerplant with a full-glass cockpit. Sierra Charlie Aviation plans to integrate the airplanes into its Aviation Career Program, an ab initio course focused on identifying varying learning styles and steering those pilot applicants towards success.

“Like Elixir Aircraft, we pride ourselves on innovation and safety, and being ahead of the curve,” said Scott Campbell, owner of Sierra Charlie. “This means providing our students with the best and safest tools out there to ensure the highest quality education and training. The fourth-generation Elixir is definitely one of these tools. The simplicity, yet strength of the airplane, like the components built with the OneShot technology, is a game changer. Less than 1,000 references [parts count] in the whole plane and half-a-day, 100-hour maintenance checks means my Elixirs will be flying a lot. And my students already fly a lot!”

Arthur Leopold Leger, CEO of Elixir Aircraft, said: “Speaking with Sierra Charlie, it’s clear both our businesses are focused on commercial and industrial development. We know the demand for the global aviation market, training aircraft and pilot shortage. We aim to work together to do whatever we need to do to meet that demand.”

• READ MORE: Elixir Aircraft Signs Mermoz Academy Order, Plans Sarasota Assembly in Florida

Elixir delivered five of its 912iS versions in 2022 for a total of 10 made so far. The company was founded in 2015 by a trio of engineers who sought to reduce costs in flight training by lowering parts count and increasing efficiency in training aircraft. The first model achieved initial European Union Aviation Safety Agency CS 23 type certification in 2020, with FAA validation pending in the U.S.

The order caps a week in which Elixir also posted orders for four airplanes into Luxembourg to Ald Lux, an aircraft leasing company, and a letter of intent for 10 airplanes to the International Aviation Academy of New Zealand, based in Christchurch.

The post Elixir Aircraft Posts a Sales Streak for Its Trainer appeared first on FLYING Magazine.

Elixir co-founder, CMO, and COO Cyril Champenois delivered the update at a press briefing in which he confirmed the company’s engineering origins, and its proactive timeline starting in 2015. “At that time, we created the company with 50,000 euros,” said Champenois. “After seven years we are now almost 100 employees in the company, and we are growing fast. After two years to conceive the design for the Elixir, three years to certify it, and seven years [total] to deliver the first aircraft, we are now reaching 70 firm orders for our aircraft.”

“At the moment we have 14 jobs open…at the GAMA conference we were discussing the workforce challenges we are facing, and we are struggling to hire.” Though this has been a challenge, Elixir still managed to deliver its first 10 units in 2022, beginning with the first shipment in February 2022.

A Minimum of Parts

The low-wing, two-seater is powered by the 100 hp Rotax 912is, well-suited to the training mission, certified under EASA CS-23 and undergoing FAA validation. It features a simple cockpit in its most cost-effective version, though it’s still capable enough for IFR training. 

What sets the airframe apart is its minimum of parts—the composite structure has been designed from OneShot carbon fiber components, and has no spar, ribs, or stringers. The low parts count not only helps achieve manufacturing efficiencies but also drives a lower operating cost, as little as $37/hour. Robust landing gear also serves well for student laps around the pattern. A BRS ballistic parachute recovery system comes standard.

Elixir plans another model, powered by the 140 hp Rotax 915 series, and targeted to private buyers on an IFR mission. It will feature a full glass cockpit as well.

Sales to Mermoz Academy

Elixir announced it has just signed an agreement with Mermoz Academy, one of the largest aviation training organizations in France, for a total of 6 aircraft. Mermoz’ Stephane Meyer was on hand to confirm the arrangement, which builds on the success it has had selling the company’s first model to flight schools on both sides of the Atlantic Ocean.

“We are demonstrating that we are able to attract big, professional [academies] to our aircraft,” said Champenois. “Big challenges faced by the flight school are solved by this new generation of aircraft, especially regarding fuel consumption and the operating cost and the environmental impact.”

Those orders add to ones posted by early U.S. partner Cirrus Aviation in Sarasota, Florida, which has a total of 10 aircraft on order, to be delivered over the course of 5 years. Cirrus has also been instrumental in another element of Elixir’s planned growth: a U.S. facility for assembly of kits imported from the company’s main base in La Rochelle, France. 

“Knowing that the market is mainly in the U.S., we are already working on the opening of facilities in Florida, where we will assemble kits that will be shipped from France and be reassembled there. As you know, 60 to 70 percent of the market is in the U.S. and we have to be there.”

Champenois also alluded to upcoming financing that will help secure the company’s needed expansion at the La Rochelle-Île-de-Ré Airport (LFBH).

The post Elixir Aircraft Signs Mermoz Academy Order, Plans Sarasota Assembly in Florida appeared first on FLYING Magazine.

The Carbon Cub was first introduced in 2009 and quickly became a favorite of the backcountry aviation set. The newest Cub variant made by the Yakima, Washington-based light sport aircraft (LSA) manufacturer was also designed to capture a larger share of the European ultralight market, the company said. 

The aircraft is also the first to be powered by the Rotax 916iS engine.

The aircraft on display at Sun ‘n Fun was flown across the country to the airshow by Brad Damm, CubCrafter’s vice president of sales and marketing. Prior to the journey, Damm—an accomplished pilot—primarily had experience flying CubCrafter aircraft powered by Lycoming engines.

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

“It was my first real experience behind the Rotax, and now I am part of their big fan club,” he said. “The Rotax 916iS is a 160 hp turbocharged engine. It can handle density altitude. It can make takeoff power up to 17,000 feet.”

Damm carried supplemental oxygen on the trip, allowing him to safely climb up to 17,500 feet.

“My true airspeed was 150 mph. I had a nice tailwind, so my ground speed was showing as 230 mph.”

The trip to Florida is a warm-up before the intensive aircraft testing begins. When the airplane gets back to Washington, it will be put through rigorous testing to fine-tune the design.

“I’d say you are looking at 70 percent of what to expect,” Damm said, adding that testing is expected to be completed by 2023, with deliveries to follow in early 2025.

About the Airplane

The Carbon Cub UL was made possible through a collaboration of CubCrafters and BRP-Rotax, the makers of its new 160 hp turbocharged engine. The engine manufacturer makes two- and four-stroke engines that power everything from sport aircraft and snowmobiles to watercraft.

CubCrafters said the aircraft reflects their goal of creating a new airplane that features multi-fuel technology (mogas and avgas) and fully meets (American Society for Testing and Materials) ASTM standards while carrying two adults with a full fuel load and a reasonable amount of baggage at a takeoff weight of 600 kg (1,320 pounds).

“The new 916iS engine is lighter, more fuel efficient, and can produce more power than the normally aspirated CC340 engine on the Carbon Cub SS in higher density altitude scenarios,” Damm said.

The Carbon Cub UL has full authority digital engine control (FADEC).  “There is no mixture,” Damm explained. “A computer monitors the engine, which makes it very efficient. Instead of burning 12 gallons an hour, it burns closer to eight or nine.”

While the production version of the latest aircraft is slated to be initially built, certified, and test flown as a LSA, it will also meet ultralight category requirements in many international jurisdictions, according to the company.

“The aircraft can remain in the LSA category for our customers in Australia, New Zealand, Israel, and even the United States, but it can also be deregistered, exported, and then re-registered as an ultralight category aircraft in many jurisdictions in Europe, South America, and elsewhere,” Damm said. “Our kit aircraft program has always been strong in overseas markets, and now we are very excited to have a fully factory-assembled and tested aircraft to offer to our international customers.”

The post CubCrafters Unveils Carbon Cub UL appeared first on FLYING Magazine.

Fast forward to 2016, and the out-of-state business I was using the 235 to service dried up, and at 12 gph, Katy became quite an expensive hamburger chaser. Factor in the cost of maintaining a 1963 model, and it was obvious that selling the 235 was a smart move.

Since N8527W taxied away for the last time, I have not had any stick time in any airplane. I do try to keep my “stick-and-rudder” skills fresh in my X-Plane flight simulator, but I had not been PIC for about six years. So yes, some rust might have been forming on those skills. I wanted to see just what would happen when a 750-hour rusty pilot tried out one of the latest generation of SLSAs, the Van’s RV-12iS. What skills had atrophied, and what knowledge and muscle memory were retained would be quite evident in a model like this SLSA, which had the Garmin G3X touch panel with dual displays, and a sweet Rotax 912iS fuel-injected 100 hp engine.

I met up with Van’s vice president and COO Greg Hughes at the company’s factory at Aurora State Airport (KUAO), in Oregon, and we planned a hamburger run to Independence State Airport (7S5) in the 12iS. While it would be a relatively short out and back, there would be sufficient time for me to take the controls and see how much rust had indeed accumulated over the years.

Let’s take a look at my experience.

First Impression

The RV-12iS looked gorgeous parked outside Hangar India at KUAO awaiting our departure. The fit and finish looked perfect, and the paint was superb. With the canopy open, I gingerly climbed into the right seat. You do not jump into an RV like you do a Cherokee or Skyhawk—it takes a certain amount of finesse to work your feet around the control stick while avoiding stepping on the seat. But once I wiggled down into the laid-back position of the seat, the airplane fit me wonderfully.

Being careful not to elbow my PIC, I strapped in and began drooling over the Garmin panel. From the rather haphazard design of my Cherokee’s old-school, six-pack avionics, this was my first up-close meeting with a G3X system. Once Hughes fired up the electrical system, before me on the dual displays was an almost endless amount of engine and navigation information, including our pre-takeoff checklist.

When it came time to fire up, doing so in a Rotax-powered machine is a non-event. The RV-12iS started fast, more like a Honda Accord than any airplane I had ever been in before. When the Rotax starts, you know it with a distinct rumble, and the smoothness was almost unsettling.

Aren’t airplane engines supposed to cough, spit, and protest as you coax them to life? Not this one, as I could not even count the few blades of the prop go by as it sprang to life. After what amounts to a “mag” check when the PIC cycles the two “lanes” of the engine computer to check for proper operation, and with a minimal amount of touches with his finger on the G3X display to tune the comms, Hughes had us off the ground fast, and we held a nice 90 kias, 1,000 fpm climb out. The takeoff was as undramatic as you can get, as the RV-12iS seemed to want to launch from the moment the PIC pushed the FADEC engine control forward.

So far, this was nothing like flying my Cherokee. This was going to be an interesting day.

Stick and Rudder

Since all airplanes follow the same general rules of aerodynamics, I knew pretty much what to expect comparing the RV-12iS to my Cherokee 235. Push the throttle forward and the houses get smaller, right?

Wrong.

After Hughes departed Aurora, we soon hit the bumpy air of a warm day over the Willamette Valley. Even though I knew the airplane was getting punched around, it did not feel like it from the right seat. After Hughes handed the airplane off to me, I found out why.

You see, in my Cherokee—and every other airplane I had flown in my 750 hours—you had to really work the yoke to keep things straight and level in a turbulent sky. But within seconds of my hand touching the RV’s control stick, I realized that the precise handling of the RV line means you do not horse the airplane through rough air—you just think about correcting when a wing drops. With every smack upside the head from another gust, I would make a tiny flick with my hand and the RV-12iS would respond so quickly the gusts were a non-issue. I was able to easily stay on course and hold altitude to private pilot check ride standards.

I can only describe the handling of the RV-12iS as driving a Miata with sticky Bridgestone tires down a twisty mountain road instead of lumbering along in an old Chevy truck. The airplane’s flight characteristics were so intuitive, it seemed so far that there might not be all that much rust I needed to knock off.

A few “S” turns confirmed that this airplane handled like a dream. It was on rails in turns…crank it over into a turn and it just stayed there obediently; it was happy turning until you nudged the stick back with an almost imperceptible input to come back to wings level. Hughes said the RV-12iS is an “honest” airplane, and I cannot argue with that. It does what you want without drama, making flying it a pure joy.

The Airplane Is Smarter Than I Am

After enjoying a couple of $100 hamburgers that probably only cost $35 because of the Rotax’s polite fuel efficiency, we departed Independence and again Hughes climbed out and turned the RV over to me. The gusty conditions had worsened, but still, it was incredibly easy to stay on course and hold altitude. He demonstrated the Garmin autopilot, and we followed the magenta line towards Aurora where the PIC made a greased, uneventful landing.

I came away from this demo flight knowing two things. First, it would take this rusty pilot more time to learn the Garmin G3X touch avionics than it would for me to remember how to fly an airplane. This panel has so much capability, it requires a learning curve that would be significant to an old “steam gauge” pilot like me; but I also know that once mastered, this system would be as good as it could get in GA avionics.

And second, I learned that despite not flying for six years, the Van’s Aircraft RV-12iS SLSA would be a perfect choice for someone who wants to get back into flying. It is modern, well-engineered, and so easy to fly, any rust that has built up would quickly disappear once a new owner picked up a few hours of transition training.

Rusty pilot? Nope, not me. Sure, maybe a little out of currency, but with this airplane—or any of the modern LSAs—someone who has not flown in a while can get right back in the air, which we all know is where they truly belong.

The post Knocking Off the Rust in a Van’s RV-12iS appeared first on FLYING Magazine.