Finally... after all our cool retrospectives and
prognostications, it's time to name the best birds of the year,
this time though, we select from among the SportPlane genre.
One of the most difficult tasks we face each year comes in the
form of our Annual 'Best of Breed' selections. Formerly announced
at Oshkosh, we decided to fold these announcements into our
Year-End Wrap-Up in order to take advantage of the rest of the
year's events and input, as well as to make such an announcement
truly representative of the full year.
This is a difficult process, in that there is a limited sample
from which to select (especially in terms of current certificated
aircraft) and the outstanding quality boasted by most of the
industry, these days. It got even worse this year as a number of
designs were updated, modified and tweaked to make some already
worthy planes even better values than before. In other words, the
2005 list was a BEAR to decide on.
Sit back, check it out and let us know what you think of our
choices for the year.
AAI/GBA Sparrowhawk II
The AAI/GBA Sparrowhawk filled a need... a need postulated by
the original RAF 2000 gyroplane. What the sadly-lacking RAF 2000
promised -- stability, dependability and performance-wise, the
Sparrowhawk sought to deliver. Better yet, after pioneering a
laudable development and production effort with the Sparrowhawk I,
GBA has followed up on this program with the much-updated
Sparrowhawk II. The new Sparrowhawk II gyroplane is a two-seat,
pusher gyro that can be constructed as an
Experimental-Amateur-Built gyroplane, in which case it requires a
minimum of a Private Pilot license (in Rotorcraft/Gyro for
passenger-carrying privileges), or as an Experimental Light Sport
Aircraft, in which case it requires a minimum of a Sport Pilot
license with a Gyroplane rating.
The bird offers up a useful load of 650 pounds, a 70 knot
cruise, ground rolls of 100-500 feet, and a solid 500 fpm ROC. The
new Sparrowhawk II has a lower empty weight, and some improvments
in construction procedures. The difficult-to-assemble
cruciform tail is now preconstructed at the factory (previously a
popular $948 option, selected by about three quarters of
Sparrowhawk builders) and the landing gear has been simplified,
eliminating some of the most difficult and frustrating assembly
steps.
BTW.... much to their credit, the company continues to offer a
stability and control enhancement kit for RAF 2000 gyroplanes.
However, not all Sparrowhawk parts retrofit to AAI-modified RAFs.
For example, the Sparrowhawk cabin cannot be used on an RAF 2000,
even with the AAI modifications (Groen Bros. and AAI are not
affiliated with RAF).
Flight Designs CT
One of the prettiest constructs in the LSA universe, the Flight
Design CT is a masterful representation of modern aerodynamic
engineering... inside and outside. CT stands for
Composite-Technology, a hint that the carbon fiber and Kevlar
composite airframe allows for a very strong, light and
aerodynamically clean design. The unique fuselage design of the CT
minimizes drag and maximizes interior room for you and your
luggage. The attention to detail and the cleanliness of the
airframe allows for previously unheard of cruising speeds and range
in this category of aircraft.
This bird has more curves than a Playboy centerfold (and will
certainly be far cheaper to maintain…). Manufacturer Flight
Designs boasts that the CT is built using over 90% carbon fiber and
Kevlar composites in order to provide "superior pilot and passenger
protection." Safety appears to be a major issue here in that
four-point safety harnesses, and fuel tanks in the wings (not in
the cabin) are standard features. BRS parachute systems are offered
as options.
A 49 inch wide cabin means that real live people can sit side by
side without worrying about having to skip meals in order to fit
within. With a Rotax 912 (or the optional 912S), the CT is a solid
112 knot cruiser, boasts a 960 fpm climb and weighs (empty) only
659 pounds. Before you ask about sport pilot (no matter what form
of the religion you presently worship), please note that the bird
has a gross weight of 1320 pounds. It stalls at 39 knots (thanks to
slotted flaps) and requires just under 300 feet for
takeoff.
One of the main reasons we like this bird is the talent behind
it -- especially here in the good ol' USA. Distributed and
supported by Tom Peghiny's FlightStar/Flight Design USA
operation... which is a class act in more ways than one (the fixed
wing LSA ASTM project was led, ably, by Peghiny over several
tireless years). This is a really lovely bird... and a solid
selection for our 'Best of Breed' list.
Glasair Aviation Sportsman 2+2
This is not your Father's GlaStar... it's something even
better.
Fly this with your eyes closed and you'll swear that you're
flying a GlaStar… which is a really good thing… but
open your eyes, and see all the extra room and payload, and you'll
know that the seemingly perfect little GlaStar SportPlane has
finally been topped… by it's own kin.
The Sportsman 2+2 gives its pilots reason to brag about 155-161
mph cruise speeds (180-200 hp), and a Vso of only 48 mph... making
the S2+2 an easy STOL performer needing as little as 375 feet for
takeoff and 260 feet for landing. Climb rates range from 1950 fpm
(solo) to 1000 fpm (gross). At 65% power and standard tanks, the
S2+2 will get you 886 sm down the road. It has 1000 pounds of
useful load, and a small bench seat behind the two front seats
(good for an adult or two small kinds... or an amazing load of
crap, uh, gear). Its up to you, because even if you fill both seats
and gas it all the way up, there's still 300 pounds of useful load
left.
The stretched and tweaked Sportsman 2+2 is every bit as good as
the GlaStar was (high-praise--it was on my Top Ten list for
years)... and maybe just a little bit nicer, in terms of
load-carrying, and overall stability and control (the very tight
static/dynamic pitch profile is even better defined... which we
weren't sure was possible til we flew it). A solid company backs
this bird and the value is exceptional... especially when you add
in the availability of their new builder's program and financing
packages. One final note... on a set of Montana Float Company's
amphibs, this thing is absolutely amazing. Highly recommended.
Progressive Aerodyne SeaRey
Sometimes a design stakes a pivotal position in its market
and just won't let it go -- such is the Progressive Aerodyne
SeaRey.... one of the sweetest sport Amphibs to ever grace the
airways.
It's another "classic" design that continues to thrive in an
industry that has seen far better days and circumstances. The
little two place SeaRey pusher amphibian is one of the most
delightful offerings in all of sport aviation. While barely a 100
mph cruiser, the Rotax 912/94 powered SeaRey is a gentle flyer with
excellent stability and control properties, amazingly good water
manners, and is one of the more forgiving taildraggers extant. It
has a 550 pound useful load, and climbs 700-1200 fpm (depending on
which Rotax is used and whether flying solo or
dual).
The SeaRey is pretty much alone in its class... no other Amphib
does as much, as well, or as pleasantly as the little Florida
flyer. Backed up by a family operation with decades of experience
in the sport aviation business, the customer service record is
good, the kit is well done and the bang for the buck is the best
you can find in a water-capable aircraft. But most of all, the
SeaRey is fun -- a lot of fun -- and I gotta tell you that one of
my favorite memories of all time is bootlegging a step turn across
a little pond in Central Florida with a pretty red-head giggling
next to me as we flew off and hop-scotched ourselves across a dozen
little lakes and ponds in as many minutes. The SeaRey is a gas and
a pretty regular choice on our 'Best of Breed' lists. Highly
recommended.
Van's RV8
We're not prepared to just come out and say that Dick Van
Grunsven can do no wrong... but darn it if Dick Van Grunsven can do
no wrong... this two place tandem hot-rod is an excellent STOL
flyer, pretty much a rocket-ship in cruise (200 mph or so), as
mild-mannered as they come in slow-flight but with a rowdy soul if
ya gotta get acrobatic for a while. It rocks, it rolls... it makes
julien fries... NOT-- but what a hot-sh*t little airplane, we kid
you not.
The RV-8 accepts mills in the 150-220 HP regime, but gives you
back 680-733 pounds of useful load. This results in cruise speeds
of 195-210 mph, takeoff distances of as little as 250-300 feet
(solo), landing distances of 350-500' (solo/gross), rates of climb
from 2000-2700 fpm, and 940-103 sm range (55%/8000'). Those are
numbers ya gotta like -- and hundreds of customers have voted so
with their pocketbook.
Sleek, pretty and incredibly functional, the RV-8 is one of
Dick's best designs... though we beg all those who are interested
in the bird to stick to the taildragger persuasion... as God
himself intended, because a bird this cool and this rough and
ready, simply looks at a nosewheel as an insult (grin). The kits
are exceptionally well-done (especially the quick-build versions),
customer support is well-executed, and the camaraderie of OVER 4000
other RV builders is a benefit that can NOT possibly be
overvalued.
Velocity SE
We've been awfully complimentary about the strength and handling
of the Velocity line for many years now... and we're pleased to see
that the highly accomplished nature of this airframe has now
resulted in its selection by the Rocket
Racing League as the basis for a new generation of
extraordinary entry-level rocketplane designs that will start
taking flight (and continue the XPrize's
world-changing vision) in 2006... one of which will be flown
by ANN's own Jim Campbell.
The basic SE is not the most powerful and speedy of the Velocity
line, but the Velocity SE (once known as the Velocity SUV)
IS one of the nicest and most accomplished four seaters to
EVER hit the SportPlane market... and that's saying a lot. And if
you don't strap a rocket to it, it's also one of the most
cost-effective four seaters in the biz... an attribute that we
cash-strapped aero-writers tend to pay a LOT of attention to.
Featuring easy-entry dual gull-wing doors, this model
accommodates 180 to 220 HP powerplants, providing a cruise of 162
to 187 knots, depending on horsepower, prop and landing gear
selected. The four seater has a range of 930-1240nm (65%, with
various engine/loading scenarios) and a climb rate of 9000-1200 fpm
-- all this with a 1000 pound useful load.
As with the XL model, this kit is available with fixed or
retract gear. I was particularly impressed with the basic fixed
gear SE... which is still a very fast little flyer, boasts a
surprisingly roomy cabin, rides rowdy air with aplomb, and makes
for an excellent x-country or basic IFR platform. But the best
attribute this bird brings is a parent company with a superlative
customer service record, and a very stable history -- and all
attributes that make this an excellent addition o our 'Best of
Breed' List. Highly recommended.
Next! ANN finishes up all our 2005-2006
transition stories (which dragged out several days later than
planned, due to the flu hitting some of ANN's troops), and FINALLY
names the very best Single Airframe in BOTH the Certified and
SportPlane categories -- the very best planes of the year!
ANN's Daily Aero-Linx (04.15.24)
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