The High Wing was different. Perhaps because it sports more frontal area than the TSi by the nature of the wing/fuselage intersection—remember that the wing is exactly the same, just on top instead of on the bottom—the High Wing was approximately 10 knots slower than its low-wing sibling. Where the TSi felt like it had performance in more than sufficient quantity, the High Wing seemed like it would be happy with more.

Cue Rotax, the engine company that doesn’t stand still. Since the High Wing was released, the new 916 iS arrived to supplement (not replace, for now) the 915, providing 160 hp for takeoff compared to the 915’s 141. (Both are nearly identical at max-continuous power—137 for the 916, 135 for the 915.) That 19 hp was just what the High Wing needed, so Sling set about installing the new powerplant. And not just on the High Wing—it decided to build a new TSi with the burlier Rotax to bring to AirVenture this year.

I caught up with them at Wautoma, Wisconsin, for a couple of short evaluation flights before they tackled the busy Fisk arrival. Both airplanes had been finished less than a week before the show and had been test flown in Southern California. I flew them after two days of cross-country flying that brought rave reviews from the company pilots who got to make the trip. I hopped in each in turn and came away equally impressed.

Fit, Finish, and Details

As Oshkosh approached, the folks at The Airplane Factory (the U.S. distributor for Sling kits) in Torrance, California, burned the midnight oil—working nearly around the clock—to get both new airplanes finished. Sporting matching custom-designed paint schemes, the sharp-looking machines exude “finish” for homebuilt aircraft, with factory-supplied leather interiors and a clear attention to detail. The uninitiated would never know they weren’t commercial, certified aircraft. Name another one built with an electrically adjustable seat—as part of the factory kit options! (As an aside, I remember the impressive upholstery shop at the Sling kit factory in South Africa—they do great work, starting nearly from scratch. I say nearly because they still didn’t have a ranch to raise the cattle to get the leather, but they were working on it!)

There have been numerous minor changes and upgrades to the High Wing since the prototype I flew, many of them to reduce weight, but some were simple refinements based on initial flight experience. The standard avionics package is a Garmin G3X Touch with two large screens; that much has stayed the same. They have, however, changed to an MT constant-speed that has a standard prop lever next to the throttle instead of the original electric prop with a knob on the panel. I prefer the new setup in part because the original had a knob just above the prop pitch selector that controlled the flaps—it was easy to confuse the two. The new lever is much more natural.

For a new airplane, the High Wing was reported to be very trouble-free on the trip from the West Coast. As I flew it, the Hobbs read just over 20 hours—understand that the factory airplanes are licensed as Experimental/Exhibition so they had only a 5-hour Phase I. The most noticeable problem? A thick seal on the right door near the latch that made it hard to close properly. It closed fine from outside and could be opened from the inside, so it’s something they’ll fix with a little trimming before flying it home.

You can build the High Wing (or any of the Sling aircraft) with a simple interior, of course, but Sling integrates everything so nicely that frankly it would be a shame to build it that way unless you were trying to produce an “ultimately light” ship for some specific mission. It can be a little hard to wrap our heads around just how finished these modern kits can be, but that is the way of the world now and I can’t say I don’t enjoy flying something so nicely finished.

Under the Hood

So, what’s different about a 916? Well even though the engine is similar in shape and size, it generates more heat and requires a bit more cooling. There are also upgraded accessories that mount a little differently—the conversion from one to another requires essentially a complete overhaul of the firewall-forward installation—including a new cowl with additional cooling inlets and ducts. And an upcoming option—installed on the 916-powered TSi—is air conditioning, which requires a new heat exchanger and duct “pod” underneath the lower cowl.

The first U.S. High Wing customer (who brought her airplane to Oshkosh from her factory build in Johannesburg in 2022) was also the first to upgrade from the 915 to the 916. This involved dropping the airplane off at the Sling Build Assist Center in Michigan for a month of modifications that required a bit of tinkering and tuning before it was ready. But it sat roundly in its display spot on Sling Island at Oshkosh, so the downtime was worth it—and now that the American Sling folks have done a couple, the installation should be much simpler. In fact, the Torrance folks reported that while the schedule was rushed, they had little problem integrating the power package and getting the airplane through Phase I in a couple of days. From the builder’s point of view, installation is a matter of following instructions, using the parts supplied by the factory and doing quality work—no matter if they use the original 915 or the 916.

Let’s Go Fly the High Wing!

The High Wing Sling is a comfortable airplane—no doubt about it. You adjust the seat forward and aft by pulling a lever, just like on a car, and you can motor it up or down with electrics. Adjust the seat so that the rudder pedals are comfortable—no need to see if you have ankle movement for the brakes, because they aren’t on the pedals. Like all Slings, the brakes are on a single lever on the center console and direct nosewheel steering takes care of maneuvering on the ground. You quickly learn to taxi with the throttle barely cracked and your hand on the brake knob. While the turning radius is larger than that of an airplane with a castering nosewheel and differential brakes, a little planning for taxi paths will help you park the airplane on the desired spot.

The High Wing has a solid ceiling because of the wing design—exactly the same as the wing on the TSi, right down to individual ribs—so there are no skylights. It can make some pilots, especially those low-wing pilots used to bubble canopies, feel a little claustrophobic. But that just means that you have to pay attention before rolling into a turn and maybe lean forward a bit to clear the airspace in that direction, no different than many other high-wing airplanes.

Like most homebuilts, the Slings use a stick for pitch and roll, forgoing the yoke you might expect in a high wing side-by-side. The kit uses Pioneer grips with a sufficient number of buttons to satisfy those who want complete control of the aircraft without changing their grip—and they are comfortable as well. The power levers (throttle and prop) are on the center console where the hand rests comfortably. The flaps have a rotary selector on the panel with four positions available, one of them being up.

Starting a Rotax is becoming as normal for me as the typical Lycoming or Continental has been most of my life. Master, avionics, Lane A and B on, flick the fuel pump and hit the starter. The 916, like the other injected Rotaxes before it, starts like a car. When I flew the High Wing, it had just come in from Des Moines, so there was no time needed for warmup and we were ready for taxi as soon as we finished punching buttons on the EFIS. To taxi, release the parking brake, set the throttle a touch above idle and control speed with the hand brake and steer with your feet. You can easily do the Lane A/B checks while rolling to the runway, set your flaps to Position 2, flight controls free and correct. When you reach the end of the runway, you’re ready to go.

The single most important test result of this flight came as I added full power and felt the acceleration—and sure enough, the 916 is the engine that this airframe was destined to use! While the 915-powered plane is adequate, the High Wing with the 916 just feels right. We quickly had good aerodynamic control, the nose was ready to come up at 55 knots and we were flying by 65. Climb was good at 75 and we were out of the pattern quickly in the summer Wisconsin air.

A little quick air work—some stalls (it was well-behaved and didn’t favor a wing), steep turns, climbs, descents and a speed run—confirmed that this is a nice-handling airplane. The landing pattern was just as easy—slow to the top of the white on downwind, drop a notch of flaps. Base, another notch and keep it at about 80 knots. Turn final, use full flaps (if you want), fly down to the runway about 70–75 and it almost lands itself. Unless you’re really high, keep a little power on because it slows pretty quickly due to the higher drag than its low-winged sibling—but nothing different than any other airplane, really. Don’t forget to put your hand on the brake lever on the center console after landing—pushing on the rudder pedals won’t do anything to stop you!

Oh, you’re wondering about cruise speeds? Sling is still testing the 916-powered model but the 915 was claimed to cruise at 144 knots true at 9500 feet. It’s unlikely the new model will be faster because there’s little difference in the maximum-continuous power ratings between the 915 and 916. No, it’s not a speedster—it is a cruising machine with four seats and room for luggage—and that is just what many builders are looking for after looking at the eye-watering price of a new certified four-seater. But it is fuel-efficient at economy-cruise settings, usually burning less than 8 gph. Development has actually improved the 916’s specific fuel consumption over the 915 despite making more peak power.

Cool Running

The Sling folks who flew the airplanes all the way from Torrance were enjoying the beautifully manicured grass and shade at Wautoma when I returned the High Wing to them so they could reload it for the trip into Oshkosh while I took the TSi for a spin. I’ve always enjoyed the TSi with the 915 iS engine, so the 20 extra horsepower was never something that I thought was needed. But I can’t think of any respectable pilots who will turn down horsepower. And in this case, the extra horsepower is being used partially to support an air conditioning system—something most piston engine pilots only dream about!

Let’s put the TSi in context. Originally with the 141-hp 915 iS, it would get beat by the more powerful Van’s RV-10 at low altitude but eventually catch up at altitude because the Rotax holds onto power while the RV’s Lycoming gradually loses it. The crossover point is somewhere above 12,000–14,000 feet where the horsepower comparison gets pretty close. Nominally, the TSi is credited with a 153-knot cruise at 9500 feet where Van’s says the RV-10 (with 260 hp) does 174 knots at 8000 feet. (Truth is, most RV-10 owners fly in the mid-160s at more economical fuel flows.)

Given the good performance with the 915, we agree with Sling that giving up some of the extra horsepower produced by the 916 to power an A/C system might not be a bad idea in the Sunbelt. The air conditioning system is being developed by some bright fellows in Southern California and is quite compact, weighing in at only 30 pounds. It has a small control panel on the main instrument panel of the Sling and feeds air to the cabin through a vent on the glareshield as well as the two normal side vents on the panel.

The A/C worked well as soon as the engine was running—just like in a car—and since the TSi doesn’t have the shade of a high wing, the cool air was quite nice on a sunny Wisconsin summer day. We can only imagine it will be quite nice in the desert Southwest!

How’s It Fly?

The TSi has always flown well with the 915 and the 916 just makes it a little more sprightly. It accelerates quickly on the runway and climbs very well. The engine is as smooth as any Rotax. In essence, the TSi flies the same with the 916 as it does with the 915, only it climbs noticeably better. My previous experience with the TSi has generally been at high/hot airports and when we flew the 916-powered airplane, it was in Oshkosh on a coolish summer morning—but even with those different conditions, we could notice that we had more power. And…it has air conditioning.

Seriously, I enjoy the nice balance and control harmony of the TSi anytime that I fly it. The entry doors are large, facilitating fairly easy access to either the front or rear seats. There’s plenty of room for legs both up front and in the back. Visibility is good, although it’s not a bubble canopy—you still have structure up top.

The panel is well thought out and just like the High Wing, the new MT prop has a lever to control pitch, which just seems a little more natural to this longtime hydraulic prop operator.

The airplane is easy to slow down for pattern entry and the 90, 80, 70 speeds work well for downwind, base and final. The TSi is a little less draggy than the High Wing, so it doesn’t slow down quite as quickly in the flare, but any pilot who has flown a typical low-wing, fixed-gear airplane will adapt right away.

Overall, it’s a fun airplane to fly and it’s a good, comfortable traveling machine. Like any four-seater, it is really a great two-seater plus mountains of luggage for long-distance touring. But you can stuff the seats with four if you’re heading off to a pancake breakfast or lunch spot and everyone will enjoy the ride. The 916 just gives you a few more horsepower to lift the extra weight after everyone has filled up on hundred-dollar hamburgers.

915 vs. 916—It’s an Easy Choice

In the end, builders will have to face the choice of going with the 916 or the 915. If you look purely at the performance numbers, you could make a case that since the two are nearly identical for continuous cruise power, then someone who lives at sea level could get by with the 915 and someone who wants to fly regularly in the mountains would want the 916. You save about $10K if you go with the 915.

Let’s add a bit more perspective here. The total of all airframe components is just short of $82,000. (There is a small discount if you order all of the five firewall-aft kits at the same time.) A quickbuild option costs $30K. Firewall-forward kits including the engine and prop start at $69,595 for the 915 iS with the AirMaster prop. Jumping up to the 916 iS costs $77,495 with the MT hydraulic constant-speed prop. Sling offers a number of other options including interior, a ballistic parachute system and a host of other upgrades to things like brakes and lighting. Basically, a well-equipped High Wing with the usual avionics and after paint is a $264K proposition.

Based on the 916 upgrade’s small impact on the bottom line, it’s really the default choice. It is a newer engine design with improvements over the original 915 that will add longevity no matter how you use it and the systems are more refined as well. Frankly, we won’t be surprised if the Sling folks just decide to offer the 916 version simply to cut down on the number of configurations they have to support. Once you’ve flown with the TSi or the High Wing with the 916, you’ll probably come to the same realization—more power is (almost) always better. In the case of the Slings, why not give yourself that little extra boost and go with the 916? We doubt you’ll be sorry!

What’s Different?

Aside from a different cowling, it’s hard to tell the differences between the 915- and 916-powered Slings, so we asked Sling’s Ed Hefter to bring us up to date on what actually changes with the new engine.

Q: Are there any airframe differences?

A: There are some minor airframe differences between the TSi with the 915 iS and the 916 iS engine, but not many. The engine mount has been beefed up to handle the extra torque for the first few minutes of takeoff. The cowling has changed to get more airflow into the intercooler for the 916 iS. The throttle quadrant has been changed to allow for a manual prop control lever since people getting their props right now are generally going for the MT prop.

If a person is installing the engine on a new TSi configured for the 916 iS, there are no challenges beyond what they would see with the 915 iS. Just about a drop-in replacement. If they are retrofitting a TSi that was designed for the 915 iS engine, though, they will need a new cowling, a new engine mount, possibly a new prop and prop controller. It is enough of a barrier that not many people who are mostly done building their TSi are switching.

Q: How about changes to the systems?

A: The 916 iS engine, in addition to needing the change in the cowling and engine mount, also has new fuel pumps. Plus the AirMaster prop we used for the 915 iS engine doesn’t support the 916 iS engine. AirMaster has a new prop that should handle it, but we haven’t tested it yet.

Q: What is the take rate so far for the 916?

A: Right now, it seems that about 80 percent to 90 percent of people starting their TSi build are opting for the new 916 iS engine. We are still moving a lot of the 915 iS engines, including the one in my own TSi, to people who had already started their builds set up for the 915 iS engine.

Q: Any operational differences?

A: The differences for the two engines come down to prop control (different props have different controls) and where to operate the engine to get best efficiency. On the 915 iS engine, that is about 73 percent power, which burns around 7 gph. I know it is a little higher percent power for the 916 iS to get the same fuel burn, but I don’t have the details on that yet. The computerized mapping of fuel flow and throttle position is a little different on the 916 iS, which is why we are looking forward to seeing the differences ourselves!

—P.D. 

Inside the Rotax 916 iS

Rotax introduced the 160-hp 916 iS two years ago with relatively few technical details beyond that it made more power than the 915 iS. Anyone with eyes could tell that it shared a lot with the 915 and the other 900-series engines, being a small-displacement opposed-four with two valves per cylinder, one central camshaft, gear reduction drive, liquid-cooled heads and a dry-sump oiling system. Recently, Rotax has been offering tech presentations on the 916 with some additional details—including that Rotax is delivering upward of 5000 engines a year worldwide. Here are a few of them.

Rotax has been delivering what’s called Version 3 engines, which are capable of using a hydraulic prop governor for constant-speed applications, as well as Version 2, meant to use fixed-pitch props. Rotax does strongly encourage use of the Version 3 type because of the power and speed range available. Even so, some aircraft intended to meet current LSA rules (such as the Carbon Cub UL) will need to run a fixed-pitch to be legal in that segment.

Engine watchers assumed that because the 916 has not grown in displacement that the extra power (160 hp maximum vs. 141 hp in the 915) was due to increased boost pressure from the turbo system. They’re partly right, but the 916 also gains a larger air-to-air intercooler (now a required part of the installation) and it benefits from more advanced programming of the dual-channel electronic ignition and injection systems along with new coils and uprated fuel pumps. The turbo is actually the same as the 915’s but empties into a new, more efficient exhaust.

(Rotax now assembles the turbos in-house.) Many parts, while they appear similar to the 915’s, have been changed or updated for the more strenuous duty in the 916. Rotax has strengthened the crankcase in critical areas and the crankshaft that rides in it has been strengthened as well and rides in new main bearings. A more aggressive camshaft profile is fitted and the rocker arms have a new machining process. The forged pistons are stronger and have new-design rings, plus, as in the 915, they’re served by oil squirts aimed at the inside bottom surface. A new exhaust system is freer flowing.

Ultimately, Rotax changed a large number of parts to get that extra 19 hp with reliability—in fact, the first TBO is 2000 hours, 800 more than the 915’s. The extra power over the 915 puts extra stress on the engine as well as asking for better cooling systems on the aircraft side. But the airplanes we’ve flown so far really benefit from the extra oomph, making the other accommodations undoubtedly worth the effort.

—Marc Cook 

Editor’s Note: This article first appeared on Kitplanes.

The post Flight Review: Building a Better Sling Shot appeared first on FLYING Magazine.

Today’s Top Pick is a 2007 Progressive Aerodyne SeaRey Adventure.

Progressive Aerodyne’s SeaRey amphibian started out in the early 1990s as a kitbuilt aircraft, though it evolved from designs that were flying in the 1970s, driven by enthusiasm for homebuilt ultralight and experimental sport aircraft. Today the Adventure and Elite models are available as production-line LSAs, and technological advances in engines, airframes, and systems have helped these aircraft develop into notable performers.

The SeaRey has built a following not because of speed, comfort, load-carrying capacity, or most of the other qualities pilots typically tout when discussing their traditional certified aircraft. Indeed, it does not excel in any of those areas. The aircraft’s fun factor, though, is extremely high according to people who fly them. They provide a tactile, engaging, even raw flying experience that can be difficult to find today, despite the vast number of aircraft types available.

This 2007 SeaRey Adventure has 208 hours on the airframe, its Rotax engine, and its three-blade carbon propeller. The aircraft’s avionics include a Dynon EFIS, King radios, Mode C transponder, and two-place intercom.

Pilots looking for a fun, engaging introduction to flying off water should consider this 2007 Progressive Aerodyne SeaRey Adventure, which is available for $58,500 on AircraftForSale.

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

• FLYING Magazine: FAA Certifies SeaRey Production LSA
• FLYING Magazine: Seaplane Adventures for Pilots
• FLYING Magazine: Rising Stars: Light Sport Universe
• Plane & Pilot: Beyond ICON: 5 Seaplane Alternatives
• The Aviation Consumer: SeaRey Elite: Upscale Amphib LSA
• AVweb: Progressive Aerodyne Offers Searey for Promotions

The post This 2007 Progressive Aerodyne SeaRey Adventure Is a Responsive, Modern, Amphibian ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2021 BRM Aero Bristell LSA.

The stereotype is out of date, but there still are a lot of people who think of light sport aircraft (LSA) as small, slow, and cramped. The BRM Aero Bristell defies that characterization, as well as the idea that light sports are toys, not traveling machines.

The Bristell’s wide cabin, impressive climb, and cruise performance make it an ideal escape vehicle for two people on weekend excursion or taking a long-awaited vacation trip.

For many pilots, LSAs offer an opportunity to fly at lower cost with fewer complications. The Bristell aims to meet those standards while delivering the kind of performance pilots might expect only from larger, more complex aircraft. It is also a sharp-looking, well-finished airplane that most pilots would be proud to park in their hangar. 

This 2021 BRM Aero Bristell LSA has 40 hours on the airframe and on its 140 hp turbocharged and intercooled Rotax engine. The aircraft’s empty weight is 843 pounds.

The IFR panel features dual 10-inch Garmin G3X touchscreens, G5 EFIS, GNX 375 GPS, Garmin autopilot with GMC 507 module, Garmin GT 20R comm radio, and SiriusXM Weather.

Pilots looking for a reliable, responsive, and comfortable light sport aircraft with high climb rates and cruising speeds should consider this BRM Aero Bristell LSA, which is available for $335,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: BRM Aero Bristell SLSA
• FLYING Magazine: Michelin Aviation Partners With BRM Aero Bristell
• FLYING Magazine: Pre-Owned LSAs Offer Recreational Flying Fun on Any Budget
• FLYING Magazine: An Inside Look at Modern LSA Ownership
• Plane & Pilot: Bristell: An LSA Traveling Machine
• The Aviation Consumer:Bristell NG5 – Another LSA Speedster
• AVweb: Bristell Aircraft Appoints North American Distributor

The post This 2021 BRM Aero Bristell LSA Is a Well-Equipped, Travel-Ready ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

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 ‘AircraftForSale’ 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
• FLYING Magazine: Tecnam P2006T to Boost Training at Mount Royal University
• Plane & Pilot: 2017 Tecnam P2006T
• Plane & Pilot: Madrid’s Quality Fly Soars with New Tecnams
• 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.