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
• FLYING Magazine: We Fly: Quicksilver Sport 2SE
• FLYING Magazine: Quicksilver Sport S2SE Gains Approval
• Plane & Pilot: Quicksilver Adds 5 Aircraft to FAA Kit List
• Plane & Pilot: 50 Years With No Crashes…and 25 of Them in a Quick!
• KITPLANES: Capturing Air-to-Air Shots
• AVweb: Quicksilver Aircraft ‘Reorganizing’

The post This 2000 Quicksilver GT400 Is a Well-Tested ‘Aircraft For Sale’ Top Pick appeared first on FLYING Magazine.

Lift Aircraft, manufacturer of the single-seat Hexa, on Monday announced the launch of customer eVTOL flights at Lakeland Linder International Airport (KLAL) in Florida. The announcement kicks off the company’s inaugural pay-per-flight U.S. tour, during which it will take its mobile location around the country and introduce customer flights in additional cities.

Lift will serve customers at Lakeland Linder International, the site of the annual Sun ’n Fun Aerospace Expo, through April 28. From April 9-14, the company will perform airshows and offer customer flights at Sun ’n Fun.

It will then relocate to Austin, Texas, for the month of May before expanding to more cities, which will be announced in the near future.

“We’re not just providing entertainment. We’re offering the chance to step into a new era of mobility,” said Matt Chasen, founder and CEO of Lift. “We’re pushing the boundaries of what’s possible in aviation.”

Lift’s Hexa has already been flown by the likes of CNN’s Anderson Cooper, ABC News’ Rob Marciano, and others with zero or little prior flight experience.

The company will offer customers a two-hour experience comprising ground training and real flights under the guidance of flight instructors. Customers will familiarize themselves with the aircraft and its controls, first on the ground and then in a virtual reality flight simulator. After about an hour, Lift said, they’ll be ready to take to the skies on their own. Flights can be booked via the company’s new mobile app or directly through its website.

Hexa requires no pilot certification to fly. That’s because the aircraft’s 432-pound weight qualifies it as a Part 103 ultralight, a classification confirmed by the Light Aircraft Manufacturers Association (LAMA) in 2022.

In lieu of hundreds of hours of flight training, Lift claims beginner training on Hexa’s control system—which consists of a single, three-axis joystick—can wrap up in less than an hour. A redundant autopilot computer aids the pilot during flight, but they can also switch to what Lift calls “Look, mom, no hands!” mode.

The 15-by-15-foot aircraft can carry up to 250 pounds in passenger configuration. It cruises at about 60 knots at up to 9,000 msl, while endurance (10-17 minutes) and range (8-15 sm) depend on payload. Hexa is also durable enough to fly in 20-knot winds, medium rain, and temperatures between 0 and 120 degrees Fahrenheit.

The pinwheel-shaped design relies on distributed electric propulsion from 18 independent electric motors and propellers, each with its own battery pack. It can fly and land safely on land or water with up to six motors disabled.

Lift opened Hexa sales to U.S. public safety agencies in December, offering a total of five aircraft to law enforcement, first responders, medical providers, and other customers. The aircraft will be deployed for firefighting, police, medical, search and rescue, emergency, and disaster response applications under FAA public aircraft operations rules.

The U.S. Air Force is another early Hexa customer. Lift has earned five contracts from AFWERX, the innovation arm of the Air Force, to develop the design and train Air Force personnel to fly it. Airmen made the first remote flight of Hexa in 2022 at Eglin Air Force Base’s Duke Field (KEGI) in Florida.

Customers in Florida and Texas will be the next to take Hexa for a spin, and those in New York City could soon follow. In 2022, Lift signed a tentative agreement with Charm Aviation, one of the East Coast’s largest helicopter tour operators, to bring Hexa to downtown Manhattan. It intends to install vertiports along the city’s waterfront, providing access to a Class G VFR corridor that extends up to 1,300 feet agl.

To commercialize Hexa in Japan, Lift intends to partner with Marubeni Corp. Marubeni could preorder as many as 100 aircraft, which are already making public demonstrations in the country.

Lift also offers a limited number of Founder’s Series Hexa aircraft that customers can purchase and own outright. Eight of 10 models have been sold for $495,000, and customers can sell the aircraft back to the company for full price at the end of a five-year term. The program intends for owners to launch Hexa in their respective cities, helping to commercialize Lift’s pay-per-flight offering.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Floridians Can Now Fly This Personal Electric Aircraft Without Pilot Certification appeared first on FLYING Magazine.

Electric vertical takeoff and landing (eVTOL) aircraft manufacturer Pivotal this week opened online sales of Helix, a personal flying vehicle for first-time aviators and experienced pilots alike. Like a video game, Helix is controlled by a single pilot using a pair of simple joysticks, plus fly-by-wire controls. For $190,000, Pivotal will train customers to fly it and send them on their way in their very own aircraft.

Pivotal, which is backed by Google co-founder and ex-CEO Larry Page, unveiled Helix in October when it rebranded from Opener Aero. Prior to that, the firm actually sold half a dozen preproduction BlackFly aircraft. In June, it said it was the first company to actually deliver an eVTOL to a paying customer.

Helix, which unlike BlackFly is scalable for production, was designed mainly for personal or recreational use. The aircraft is available in three differently priced configurations, with initial customer shipments scheduled for June.

With an empty weight below 350 pounds, Helix qualifies as a Part 103 ultralight aircraft, meaning the FAA does not require pilot certification to fly it. In lieu of hundreds of hours of flight training, Pivotal requires customers to complete about two weeks of initial training at its Palo Alto, California, headquarters, with recurrent training after they earn their wings.

While more expensive than a typical automobile, Helix’s $190,000 base price tag is at the low end of the range for popular personal aircraft. It costs slightly more than a Texas Aircraft Colt, for example, but less than a Beechcraft G36 Bonanza, Diamond DA40 NG, Piper Archer LX, or Cessna models such as the 182 Skylane or 172 Skyhawk.

“We’re proud to begin selling, and soon delivering, our Helix aircraft,” said Ken Karklin, CEO of Pivotal. “The market is ready for the wonder of aerial recreation and short-hop eVTOL travel. We are ready to provide the beauty and freedom of personal flight to a whole lot of people with a passion for flying and an interest in creating a new generation of aviators and aviation,”

To fly Helix, owners must be at least 18 years old, weigh less than 220 pounds, and stand no taller than 6-foot-5. Customers can place a nonrefundable $250 application fee on Pivotal’s website. To lock up a production slot and receive a forecasted ship date, they’ll need to deposit another $50,000 within five business days of the initial order.

Full Tilt

There’s nothing quite like Helix flying today.

One of the more eye-catching features is its “tilt aircraft” architecture. Tilting rotors or propellers are not uncommon to eVTOL designs, aiding in both vertical and horizontal flight. Pivotal, however, decided to scrap the moving parts and tilt the entire carbon fiber composite airframe between takeoff and cruise—this, it says, reduces weight, complexity, and points of failure.

Helix relies entirely on propulsion for hover but can cruise on its fixed wings, flying quieter than even an electric car. To switch flight modes, users simply push a button on one of the two joysticks and pull back. The transition happens pretty quickly, as seen below:

Ease of use was a central tenet in Helix’s design: It enables both autotakeoff and autolanding, for example. An integrated display and user interface, meanwhile, give the pilot real-time altitude, location, speed, and other measurements.

Helix represents a major upgrade on BlackFly, with a redesigned canopy and flight deck, more comfortable seating, and improved power, propulsion, and performance. But it maintains its predecessor’s portability, capable of fitting into a 16-foot trailer and going from storage to the sky in less than 30 minutes.

Owners will be able to download a free smartphone app that simplifies preflight checks, captures flight history, and manages charging and aircraft service. Aircraft add-ons include a transport trailer; fast charging; aviation and ground radios; ADS-B; and a gimbal camera, which would allow someone on the ground to watch the flight as if they’re in the air with the pilot.

As a Part 103 ultralight, Helix speeds up time to fly in exchange for certain operational restrictions. For example, pilots will be required to fly during daytime and in Class G airspace, far from congested airspace and airports. The aircraft is also restricted to about a 20 sm (17 nm) range and 63 mph (55 knot) cruise speed.

Since the eVTOL is built for inexperienced flyers, Pivotal made sure to load it with safety features. When necessary, it can land on water, for example, and only six of its eight rotors are required for flight and landing, in addition to other fault-tolerant systems. A landing camera, beacon lights, and whole-aircraft ballistic parachute add further layers of protection.

Starting only in the U.S., Helix can be purchased in three configurations. The $190,000 base package includes a digital flight panel, canopy, HD landing camera, charger, vehicle cart, custom marking, comprehensive pilot training, and warranty. A $240,000 package comes with a glossier finish and all of the features above, plus even more. The priciest option, at $260,000, includes everything in the first two packages plus premium features, such as beacon aircraft lighting, and the option to fully customize the exterior for an added fee.

Pivotal may provide a good litmus test for the integration of outlandish new aircraft such as Helix into airspace used by GA traffic. But Karklin told FLYING the company may one day certify Helix as a light sport aircraft (LSA) under updated FAA rules, should they come to fruition. That could enable some commercial applications, and the Pivotal CEO listed public service and defense as possible future use cases.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Personal Aircraft Requiring No Certificate to Fly Hits U.S. Market appeared first on FLYING Magazine.

Lift Aircraft, the manufacturer of a funky, single-seat electric vertical takeoff and landing (eVTOL) design called Hexa, on Thursday announced that the aircraft is now on sale to fire departments, police departments, medical providers, and other public safety agencies.

Hexa has been in development for six years, and it’s finally ready to hit the market. The eVTOL was designed for “anyone” to get flying in a fraction of the time it would take to obtain a pilot’s certificate. But while the aircraft will eventually be marketed for personal use, law enforcement agencies and first responders will get the first crack at it.

Only five aircraft are being allocated to public agency partners, who can opt in with a refundable deposit before year’s end to reserve their delivery. Buyers can also take a trip out to Lift’s training facility near Austin, Texas, where a team will teach new pilots the ropes and talk through optimal use cases.

Lift customers will be able to fly Hexa for firefighting, police, medical, search and rescue, emergency, and disaster response applications under FAA public aircraft operations rules. And since it qualifies as a Part 103 ultralight, no pilot certification is needed to operate it. Beginner training on the aircraft’s control system—which consists of a single, three-axis joystick—can wrap up in less than an hour, the company claims.

Journalist Anderson Cooper and others with zero or minimal flight experience have already taken Hexa to the skies. FLYING got the chance to try out a simulator at UP.Summit in Dallas in October—the experience was akin to a virtual reality video game.

The Specs

Hexa’s pinwheel-shaped design uses distributed electric propulsion from 18 independent 126-kilowatt electric motors and propellers, each with its own battery pack. A redundant autopilot computer and the joystick control flight, but users can also switch to what Lift playfully calls “Look, mom, no hands!” mode. The aircraft can fly and land safely—even on water—with up to six motors disabled. Its airframe is built entirely of carbon fiber.

Weighing just 432 pounds, Hexa qualifies for the FAA’s powered ultralight classification, allowing it to be flown without a license. The eVTOL’s ultralight qualification was confirmed by the Light Aircraft Manufacturers Association (LAMA) in 2022.

The 15-by-15-foot aircraft folds down to about 9.5 by 7.5 feet, but it can carry up to 250 pounds (or up to 350 pounds in cargo configuration). Endurance (10 to 17 minutes) and range (8 to 15 sm) depend on payload. It cruises at around 60 knots at up to 9,000 MSL and can even fly in 20-knot winds, medium rain, and temperatures between 0 and 120 degrees Fahrenheit.

Versatility is the key here: Lift says Hexa’s unique features can benefit a plethora of different customers. Firefighters could douse blazes in hard to reach places. Disaster response teams could drop or extract personnel or supplies in places where helicopters can’t land. Emergency medical services could deploy air ambulances that arrive 80 percent faster. Even the U.S. Coast Guard could find some value, bringing Hexa in for a water landing to make an offshore rescue.

For those public safety agencies wary of deploying such a strange, unfamiliar aircraft, it may be reassuring to hear that Lift has already completed a pre-operational flight and safety test program. 

Oh, and it’s also been researched, developed, and tested over the course of five contracts with AFWERX, the innovation arm of the U.S. Air Force. That relationship began with an initial agreement in 2020 and blossomed into a Phase 3 contract, which has allowed Lift to train Air Force pilots on Hexa’s simple controls. Last year, airmen made their first remote flight at Eglin Air Force Base’s Duke Field (KEGI) in Florida.

But Air Force pilots and public agencies won’t be the only Hexa customers, Lift says. Eventually, the company claims, people will be able to walk into a Lift vertiport, train for less than an hour, and leave in an eVTOL flying solo—even in places like New York City.

Last year, Lift signed a tentative agreement with the Big Apple’s Charm Aviation, one of the East Coast’s largest helicopter tour operators, to bring Hexa to downtown Manhattan. FAA rules limit flights to uncongested flyover areas and uncontrolled airspace. But the company plans to dot the city’s waterfront with vertiports, providing access to a Class G VFR corridor that extends up to 1,300 feet.

Lift also intends to partner with the Warren Buffett-backed Marubeni Corporation to commercialize Hexa in Japan. The aircraft has already made public demonstrations in the country, and Marubeni could preorder as many as 100 of them.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Lift Aircraft Sells Outlandish, Ultralight Personal eVTOL to Public Safety Agencies appeared first on FLYING Magazine.

That strange-looking aircraft is the BlackFly, the preproduction model of personal eVTOL manufacturer Pivotal, which on Thursday rebranded from Opener Aero. The company also unveiled Helix, its first scalable production aircraft, which will go on sale for a base price of $190,000 starting in January.

The company said the new design supports “its transition to become a product-delivering entity.” Pivotal is referring to delivering at scale here. But already it has sold and delivered a BlackFly to customer Tim Lum, whom the firm considers to be the first private eVTOL pilot in the world. SkyDrive, a Japanese eVTOL maker, claimed the first private customer for its SB-05 in April but has not delivered the aircraft.

BlackFly has been in development for more than a decade and features a patented “aeroarchitecture,” as Pivotal CEO Ken Karklin refers to the aircraft’s structure and systems. But Helix will help the company take the next step.

“With Helix, we become the leading manufacturer of light eVTOL aircraft,” Karklin said in a statement accompanying the announcement. “Helix presents the next iteration of 10-plus years of innovating, testing, and delivering on the promise to give individuals access to small, yet mighty aircraft. Pivotal reflects our mission to transform movement with the power of flight. The new identity shows the versatility of our system architecture and encapsulates both the exhilaration and utility of flight.”

Karklin, a 13-year veteran of AeroVironment—where he was named chief operating officer in 2020 before taking the reins of Pivotal in May 2022—sat down with FLYING to discuss the ins and outs of Helix, as well as the Early Access Program that has allowed customers such as Lum to become personal eVTOL trailblazers.

The Specs

Helix is built on Pivotal’s fourth-generation eVTOL platform and is aimed primarily at recreational flyers and short-hop travelers. Like its predecessor, the new design relies on a tilt-aircraft architecture. In other words, the entire aircraft—not just the rotors and propellers, as is the case with many other manufacturers—tilts when transitioning between hover and cruise.

The Helix includes an integrated display and user interface, providing real-time altitude, location, speed, and other key measurements. Both BlackFly and Helix utilize the same core control system, and the aerodynamics are nearly identical between the two. Both models include a full-aircraft parachute as a backup safety system.

BlackFly and Helix are winged lift-plus-cruise designs, relying fully on propulsion for hover but allowing the aircraft to glide on its wings in cruise. As seen in the video above, the transition happens pretty quickly. And having flown a BlackFly simulator, I can tell you that changing flight modes was as simple as pushing a button and pulling or pushing the joystick.

Helix, however, will offer improved power and propulsion to expand its range of use cases, Karklin told FLYING. For example, greater efficiency at higher revolutions per minute will enable flights at higher altitudes. The new design also features upgraded digital electronics hardware, and its target payload will surpass BlackFly’s 200 pounds (though Karklin couldn’t yet specify by how much).

Helix’s flight deck “won’t be as austere as a race car,” said Karklin, alluding to the BlackFly’s more stark architecture: a carbon fiber frame, basic seat, and two joysticks.

“That’s it,” he said. “If you’re buying an expensive vehicle like [Helix], you’d expect a little bit more.”

So, Pivotal redesigned BlackFly’s canopy and flight deck to give Helix an integrated pilot display, more comfortable seating, and improved safety features. For example, a new and more durable livery will reduce the effects of weather, age, and solar loading, extending the airframe’s lifespan and increasing comfort.

“With the Helix, we now have new composite materials that make up that aerostructure,” Karklin said. “A lot of the weight comes out. That enables us to have the kind of creature comforts and accessories that a premium aircraft buyer would expect. They can select beacon lights. They’ll be able to select an aviation radio, [and] they’ll be able to have a livery that they want.”

Other add-ons will include a transport trailer, fast charging, aviation and ground radios, ADS-B, and a gimbal camera that would allow someone on the ground to watch the flight as if they’re in the air with the pilot. 

Customers will also be able to download a free smartphone app that simplifies preflight checks, captures flight history, and manages charging and aircraft service. And in the future, the company will add support for next-generation, field-replaceable batteries to extend the eVTOL’s range and endurance.

Pivotal has tentatively priced Helix at $190,000, but customers can place their orders starting in January for a deposit of 25 percent of the purchase price. Initial shipments are expected June 10. After 12 months of producing the aircraft, Karklin expects Pivotal to churn out “a couple hundred in the first year.”

Helix was designed to comply with FAA Part 103 ultralight requirements: Pilots must fly it during the daytime in Class G airspace over uncongested areas, but they won’t require certification to do so.

The model is primarily geared toward recreation. But Karklin noted public service and defense as other possible use cases. Part 103, he said, allows some rule bending for these applications, and Pivotal could conceivably build a bigger, faster, rangier design to use as a search and rescue platform, for example. He claimed the company could cross-train an EMT to fly Helix in just a few weeks.

“They could be the first person that arrives on the scene of an accident that takes them an extra 45 minutes or hour to get to via truck, because they can fly point to point,” Karklin said. “And that could save lives.”

Further down the line, whenever the FAA’s MOSAIC proposal is codified, Karklin said Pivotal could certify a future model as light sport aircraft, enabling some commercial operations.

Lessons From BlackFly

Pivotal is unique in the eVTOL space, having already sold its preproduction model to a half dozen customers. By and large, rivals in the space have developed working prototypes and allowed some users to fly simulators (and even preproduction models). But none have actually sold and delivered an aircraft to a private customer outright.

The company required prospective owners to complete initial and recurrent flight training to ensure safety, and customers can select those dates based on delivery timing. Karklin said BlackFly users typically train on a simulator for about a week before being cleared for takeoff.

All this has been facilitated by Pivotal’s Early Access Program. The company selected participants who are at least 18 years of age, live in the U.S., have access to Class G airspace, and are willing to commit time to training and program development. Not only does this allow users to get in on the action early, but it provides the company with valuable customer feedback. 

Karklin said there are six spots left to fill. Readers interested in owning their own BlackFly can apply to join “The 12” by filling out this form.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Opener Rebrands to Pivotal and Unveils Helix, Its First Scalable Production Aircraft appeared first on FLYING Magazine.

The five inductees represent different facets of aviation from aerobatics to vintage. Those set for induction are selected by their peers as recognition for the many contributions they have made to their respective areas of aviation in support of the EAA spirit and community.

The class of 2023 includes Lew Shattuck, the 1978 International Aerobatic Club national champion in the Unlimited category. Shattuck, who flew in regional and national competitions until the age of 85, represents the International Aerobatic Club Hall of Fame.

Neal Loving, a pioneer Black aviator, aerospace engineer, aircraft designer, and homebuilder known for the design of the WR-1 midget racer known as Loving’s Love gets the nod for the EAA Homebuilders Hall of Fame. Built in 1950, the “Love” is constructed of wood and features an inverted gull wing. Loving flew the homebuilt midget racer from Detroit to Kingston, Jamaica, a distance of 2,200 miles. Loving donated the aircraft to the EAA Aviation Museum, where it is now displayed. His induction is posthumous as he died in 1998 at 82.

EAA Ultralights Hall of Fame will be represented by Paul Mather, president of M-Squared Aircraft, creator of the Breese XL ultralight. Mather has more than 40 years of experience in the industry building aircraft now known as light sport and ultralight. In 1996, he founded M-Squared Aircraft with the intention of building an airplane that was both fun and safe.

The Vintage Aircraft Association Hall of Fame is represented by John Parish Sr., the co-founder of the Beechcraft Heritage Museum in Tullahoma, Tennessee. Today, he serves as the museum’s executive committee  chairman. The museum began to take shape in 1973 under the Beechcraft Staggerwing Club. It grew and evolved, and in 2007 the Beechcraft Heritage Museum was established to preserve and feature Beechcraft models from 1932 to the present.

The Warbirds of America Hall of Fame will recognize Charles “Chuck” Greenhill, the famed restorer of many warbird aircraft, including the only surviving Grumman J2F-4 Duck that was present at Pearl Harbor on December 7, 1941, when the Japanese attack drew the U.S. into World War II.

Among his other projects, Greenhill funded the recovery of a Grumman FM-2 Wildcat from the bottom of Lake Michigan in 2012. The aircraft had been lost in the lake since 1944 when a training exercise went bad. Greenhill moved the waterlogged aircraft to his hangar at Kenosha Regional Airport (KENW) while arrangements were made to transport it to the National Naval Aviation Museum in Pensacola, Florida, for restoration. Greenhill, who died in April 2022 at 87, is being honored posthumously.

This year’s honorees will be officially inducted at a dinner ceremony on November 9 in the Eagle Hangar of the EAA Aviation Museum in Oshkosh, Wisconsin.

The post EAA Names Sport Aviation Hall of Fame Class of 2023 appeared first on FLYING Magazine.

The company said the Dragon is easy to fly and can reach speeds of more than 60 mph (52 knots) while carrying a passenger of up to 250 pounds. The aircraft will fly for about 20 minutes on a full charge and a modular design allows battery packs to be removed and installed quickly.

• READ MORE: RYSE Aero Is Taking Reservations for Ultralight RECON eVTOL

The dragon is designed with a number of safety features, including a ballistic parachute, reinforced landing gear, and a system of sensors that enables automated takeoff and landing. Rotor X said the design of the Dragon’s power system, which includes coaxial propellers, compensates and allows the aircraft to land safely if one of its motors fails.

The company said the Dragon, which will be sold as a kit, is meant “for those with an appetite for excitement and adventure.” The kits will be shipped with instructions, a video building guide and the tools required for assembly. Rotor X also said it will offer assistance with assembly and flight training.

• READ MORE: Agricultural eVTOL Makes First Crewed Flight

Rotor X is accepting deposits of $19,500 for customers to reserve a place in line, and said it expects to begin deliveries in September.

The post Rotor X Plans To Unveil Dragon Ultralight eVTOL at EAA AirVenture 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.

The Mason, Ohio, company said the single-seat aircraft uses six motors and automated flight systems that allow it to operate much like the small, radio-controlled UAVs that are familiar to consumers. Essentially, the craft maintains stability while the operator steers. Designed for simplicity, the aircraft uses battery packs that are easy to remove and recharge, like those used on electric lawn mowers, RYSE said.

• READ MORE: Agricultural eVTOL Makes First Crewed Flight

The RECON will operate as an ultralight aircraft under Part 103 of the FAA regulations, the company said, adding that while users will require training to fly the vehicle, they will not need a pilot certificate. As an ultralight, the RECON also has the opportunity to enter the market sooner than larger, more complex eVTOLs that will require certification under standards the FAA is still developing.

RYSE said the RECON has a range of 25 statute miles and a top speed of 63 mph, which is slightly below the 55-knot limit set by regulations. Ultralight rules also forbid flying in controlled airspace, or over congested areas or open assemblies of people, so customers looking for a suburban commuter vehicle will have to wait for certified eVTOLs to become available.

• READ MORE: Archer, United Plan Route Between Newark Airport, New York

“We have received countless requests from enthusiasts and agricultural buyers to purchase a RECON,” said Mick Kowitz, CEO of RYSE Aero Technologies. “We want to begin the purchase process by allowing future buyers to secure a position in line now, so when we begin production manufacturing, everyone can know what and when to expect delivery.”

The company said its reservation system lets customers claim what it calls an “assembly position” for a RECON and gives them a way to determine the date, time, and location of delivery. RYSE also said the initial round of manufacturing “will prioritize reservations for properties such as farms, ranches, and vineyards first, and then later accommodate reservations for more general property owners.”

RYSE said the reservation plan will allow it “to better manage the supply chain and more effectively meet customer needs.” The company said it expects to begin deliveries late this year.

• READ MORE: Joby Pushes Back eVTOL Service Launch Due To Regulatory, Internal Delays

The post RYSE Aero Is Taking Reservations for Ultralight RECON eVTOL appeared first on FLYING Magazine.

That’s according to Ohio-based Ryse Aero Tech, which recently conducted the first crewed flight of its Recon ultralight electric vertical takeoff and landing vehicle (eVTOL) designed for agricultural and rural use.

In an increasingly crowded emerging eVTOL market, the Recon stands out, according to Ryse Aero Tech. The single-seat aircraft weighs less than 300 pounds, and its six carbon fiber proprotors are designed to reach a maximum altitude of 700 feet at a cruising speed of up to 35 knots, or 40 mph. The aircraft is controlled by a joystick and an integrated removable tablet PC with redundant controls.

Recon is as easy to operate as an all-terrain vehicle, which means anyone can fly it, the company says. Because of its lightweight design, the aircraft qualifies as a powered ultralight and therefore doesn’t require a pilot certificate.

• READ MORE: USAF Accelerates Flight Testing of Unique Single-Seat Hexa eVTOL

Ryse began testing the Recon in Cincinnati, during a series of crewed flights in late July.

“It was effortless and very enjoyable to fly,” Erik Stephansen, Ryse’s director of regulatory affairs and aeronautics, said in a statement. “I was thrilled at how I could literally hover, take my hands off the controls and the Recon sat there stable and safe.”

The flight test campaign included taking flight control systems through takeoffs, controlled hovers, forward flight, pivot turn maneuvers, and landings, Ryse said.

The flight tests marked a step forward toward accomplishing the company’s mission of providing “an accessible aircraft to people with a purpose and make flight accessible to all,” Mick Kowitz, CEO of Ryse Aero Tech, said in a statement. “We proved today that this vehicle is reliable, stable, and enjoyable, but most importantly, it’s safe.”

Ryse said it will be exhibiting the Recon later this month in Boone, Iowa, at the Farm Progress Show, which is described as “the nation’s largest outdoor farm event.” The company also said it is on track to begin deliveries of the Recon by mid-2023.

• READ MORE: USAF Flight Tests LIFT’s Hexa eVTOL

The Recon isn’t the only ultralight eVTOL headed to market that won’t require a pilot certificate to fly. Earlier this year, Lift Aircraft inked a contract with the U.S. Air Force to develop its single-seat ultralight eVTOL, Hexa.

Like Ryse, Lift Aircraft says its 18-proprotor, amphibious eVTOL will operate under the FAA’s powered ultralight classification in FAR Part 103. Last month, the Air Force completed a 10-minute flight test of the Hexa, which the service said was a step toward incorporating the aircraft into military operations. 

The post Agricultural eVTOL Makes First Crewed Flight appeared first on FLYING Magazine.