Along with events throughout 2023 to mark the milestone anniversary, Tecnam, the Italian airplane manufacturer, hosted its extended network of vendors, dealers, media, and friends last week at its headquarters at the Capua airfield (LIAU), near Naples—celebrating 75 years of passion for aircraft design.

The gathering featured a historical presentation in the company’s on-site museum, a walk of the production facility, demo flights in the P2012 Traveller, P2010 Gran Lusso, and P-Mentor, and was capped off by a gala dinner at the Castello di Faicchio. “There are people who have come from all over the world,” said Giovanni Pascale, managing director for Tecnam, “so it’s extremely important for us. We appreciate it. It means a lot for us. What we have always been saying is that Tecnam is a big family.” These were clearly not just empty words but were delivered with sincerity and a passion for aircraft design and the people making that happen for the company throughout its timeline.

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

The Castello di Faicchio made for an elegantly fitting place to honor the memories of the founders, as it was where the Pascale brothers once flew their early model airplanes from its walls as boys. “They were 10 years old when they designed these models—it’s impressive,” said Stefano Mavilio, director of communications for Tecnam, during the museum briefing.

A Passionate Family—and a Little History

From the brothers’ launch in 1948 with the Astore came a series of single-engine airplanes and gliders. Then, history took a turn with the Pascales’ next company, Partenavia, founded on May 22, 1957, which later evolved into a government-driven business to design and produce commercial aircraft, beginning with the twin-engine P68 in 1968—perhaps the most recognizable of the company’s designs from this era.

But the romance of the lighter end of the aviation industry kept calling. The brothers developed the follow-on business—Tecnam— after parting ways with Partenavia in 1986. There, Gino and Nino worked on subcontracted components and assemblies for other manufacturers. “The idea was, ‘we are not your employees; we will be your supplier. So we are free to build the parts you [Partenavia] need, but our time is ours alone,” Marvilio summarized in the tour. Tecnam did just that—until the spark to return to single-engine airplane development returned to them in the early 1990s. 

From this sprung the first true Tecnam model, the P92 Echo, conforming under the ultralight rules of the predecessor to the European Union Aviation Safety Agency (EASA), JAR—or Joint Aviation Regulations. The new bird took flight from Capua airfield on March 14, 1993, with Gino at the controls.

Tecnam has stayed firmly in family hands after the elder Pascales passed on—Nino in 1999, and Gino in 2017. Since the mid 1990s, the company has been guided by Nino’s son, Paulo Pascale, CEO, and now Giovanni Pascale, Paulo’s son, who is the current managing director, assuming this position in 2019 after a nearly nine-year turn as chief operating officer.

New Era at Tecnam

The company’s history, however, has entered a new era with the transition of the reins to the younger Pascale, and the advent of new models—most recently the twin-engine P2012 Traveller—which secured a FLYING Editors Choice Award in 2020, and has seen recent fleet expansion—and now the P-Mentor. The P-Mentor aims squarely at the training market, and with EASA CS 23 certification on April 7, 2022, Tecnam delivered 17 units last year. 

• READ MORE: Tecnam Unveils P-Mentor Training Aircraft 

While the two-seat, Rotax 912iSc-powered trainer awaits FAA validation, several flight schools have queued up to put them into service as soon as that happens. The design enables the P-Mentor to have passed the latest EASA requirements (CS-23 Amendment) for low speed and stall characteristics without a ballistic recovery system being an essential part of the aircraft configuration, though the BRS ballistic recovery system is an option. With a maximum takeoff weight of 1,587 pounds, it’s more substantial than similar aircraft in the light sport (U.S.) or ultralight (EASA) categories.

Look for a full We Fly report on the P-Mentor and a look back at 75 years of Tecnam in an upcoming print edition of FLYING.

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One advantage to flying an LSA is that they can be flown with a sport pilot certificate, with only a valid driver’s license needed as proof of medical competency. While flight training prices vary throughout the country, it is generally accepted that a sport pilot ticket can be earned for about half the cost of a private pilot certificate.

Let’s take a look at some of the LSAs that are available in the U.S. market today.

The Major Players

For efficient flying that comes with spectacular ramp appeal, Bristell’s Classic LSA is one of the best looking in this category. Owners can see great performance numbers and fuel mileage behind a variety of available Rotax engines, and with a heavy-duty wing spar suitable for flight training and comfortable seating for two, this model makes a great cross-country flyer. 

Tecnam’s Astore looks impressive on the ramp or in the air and is offered with an analog panel at the base price with optional avionics packages, including either a Dynon SV1000 or Garmin G3X panel. A Rotax 912 ULS engine allows the Astore to easily cruise at the 120 knots calibrated airspeed (kcas) LSA limit on about 4.5 gph fuel burn. 

Sling’s LSA is a proven design with numerous world circumnavigation flights completed by a range of pilots, and the model delivers “highly responsive” flight controls that “give it the distinct qualities of a fighter jet,” according to Sling. A range of 750 nm comes from the Rotax 912 ULS or 912 iS powerplant, and a refined interior and avionics from Garmin round out the Sling’s standard equipment list. 

Other best sellers are Flight Design’s F2 and CubCrafter’s Carbon Cub SS. A single 10-inch Dynon SkyView display anchors the glass panel of the F2 and “sport seats” assure a pleasant ride for short hops or long flights. An electric pitch trim system and a full array of Whelen LED exterior lighting has helped fill Flight Design’s order book. 

For serious backcountry fun, the Carbon Cub SS is hard to beat. With a takeoff distance of 60 feet in perfect conditions claimed by the factory and a leisurely 32-knot stall speed, this model will get its lucky owners into the smallest of off-airport strips when STOL performance is required. A Titan CC340 180 hp engine up front delivers where it counts.

Amphibian LSAs

Dominating the light sport amphibian market are two very popular models, the Icon A5 and SeaRey Elite SLSA. Both provide those seeking fun in the air and on the water with well-finished, capable airframes, and the latest in glass avionics. 

Icon’s A5 is perhaps the most dramatic design on the LSA market—with an interior that looks like it was lifted from an exotic automobile built by hand in an Italian hill town. The line between aircraft and automobile is blurred, and with folding wings making the A5 trailerable, this fun ride has become popular in recent years. 

While styled in a more traditional way, SeaRey’s Elite SLSA has been a consistent seller for years and offers lucky owners a well-built airframe and plenty of power to operate in high and hot environments. With a spirited 350-foot water takeoff run and 1,100 fpm rate of climb behind a turbocharged 115 hp Rotax 914 ULS engine, the Elite gets in and out of most any lake or waterway. 

A Few Global Surprises

One of the most important attributes of LSA manufacturers worldwide has always been their ability to innovate. And because this niche of aviation is extremely popular in the European Union where the types are flown as “ultralights,” there are dozens of makers producing beautiful LSAs that are made “across the pond” and imported into the U.S. market. 

Take the Viper SD4 from Czech-Republic maker Tomark Aero. From the slick lines of the all-metal airframe to a seriously well-developed interior, the SD4 could be the best-looking LSA you’ve probably never heard about until now. Another contender for that title is the JMB Aircraft VL3 series, currently certificated under the European Union Aviation Safety Agency (EASA) regs for ultralights. Certain versions can be operated in the U.S. under the S-LSA rules, or in the experimental/exhibition category. 

Another make/model that will make you say, “Why haven’t I ever heard of this airplane before?” is the Fusion 212 SLSA manufactured by Magnus Aircraft. This Hungarian-built SLSA is as good as it gets in LSA styling, but underneath that sleek skin, a big surprise is waiting. Due to a very strong airframe, the Fusion 212 became the first and only SLSA to be certified by the FAA for upset recovery training, intentional spins, and basic aerobatics (+6/-3 Gs). This adds a valuable layer of training functionality to this fuel-efficient SLSA, making the 212 attractive to flight schools.

Most Affordable LSAs

When the light sport category was created by the FAA in 2004, it was one of the most significant changes to regulations in the agency’s history. One aspect of the then-new “LSA” and “sport pilot” aircraft and pilot certification categories was that there would be a vast number of very affordable new airplanes coming into the marketplace. In reality, most LSAs today are loaded with glass panels and features buyers desire, which has driven base prices up. There are, however, a few models that still carry a base price under $90,000, so let’s take a look at two of them. 

One of the most attractive buys for a new SLSA is the Pipistrel Alpha Trainer, a well-equipped machine with a base price of $88,443. The Alpha Trainer is a great buy at that price, owing to its long list of standard features that include a Rotax 912 UL2 80 hp, four-stroke carbureted engine, Garmin GTR 200 radio with built-in intercom, Garmin GTX 335 transponder with ADS-B out, a Garmin Aera 660 GPS, and a standard ballistic parachute rescue system. 

Because the Alpha Trainer is meant to handle the daily abuse of hard landings thrown at it by new student pilots, the airframe is tough and durable. With its 13.2-gallon fuel tank, owners will see around 380 miles of range (with reserves) at normal cruise speeds of just under 110 knots. 

Also in the sub-$90,000 price range is the BushCat from SkyReach. The BushCat was designed to handle the rugged African bush country with a design made for easy assembly and repair in remote areas. For a very attractive $87,500 base price, the ready-to-fly BushCat SLSA offers a lot of features you might not expect in this price range, including full flight controls, a strong aluminum tubular frame, a 24-gallon “crack safe” fuel tank, and height-adjustable seats. Power for the BushCat comes from either the Rotax 912 UL 80 hp or Rotax 912 ULS 100 hp engine, and with its strong “bush country” pedigree, dropping in next to a pristine stream in Idaho or Montana to catch your dinner suits the BushCat well. 

Build It Yourself

For those pilots who are skilled in engineering—or at least eager to learn—and know their way around a shop full of tools, building an experimental/amateur-built (E/AB) kit airplane that can be flown with a sport pilot certificate might be the best way to reduce base price while receiving maximum performance. 

Kitfox Aircraft makes several versions of kits for sport pilots such as their Super Sport, Speedster, and STOL STi, which delivers a remarkable 175-foot landing roll. All three can be built for an average build time of about 1,000 hours, according to the factory. Zenith Aircraft also makes some well-proven kits that can be flown by sport pilots, including the CH650, CH701 STOL, and CH750 Cruzer. With a 100-foot takeoff and 125-foot landing, Zenith’s CH750 STOL is popular among builders with eyes on the backcountry. 

The RV-12iS E/AB kit from Van’s Aircraft delivers the builder/owner with a solid performer that is also produced from the factory as a fully built SLSA. Like the entire RV line from Vans, it is not uncommon to see an RV-12iS pilot sporting that famous “RV grin” because of the model’s nimble handling.

MOSAIC: A Question Mark

The FAA is now working on its Modernization of Special Airworthiness Certificates (MOSAIC) regulations rewrite, and while details remain to be fully spelled out, it is believed that the final rule will open up what makes/models of airplanes could be flown with a sport pilot certificate. If the current weight and speed limits are expanded, it could mean that larger, faster, and more capable four-seat airplanes—like a Cessna 152 or 172, or a Piper Cherokee—could be flown with a sport pilot certificate. The FAA is working towards a December 2023 deadline on MOSAIC, after which the impact to the LSA market will be seen.

The post Light Sport Makes the Mission Fun appeared first on FLYING Magazine.

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

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

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

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

The Economics of Flying Light-Sport

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

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

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

Mission Capable

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

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

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

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

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

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

A Realized Benefit

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

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

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

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