A Doub Ly International LSA

Canadian-Designed Czech-Built Skylark A doub ly international LSA

Story by Dan Johnson, photos by Jim Koepnick

portsPlanes.com imports sev- Investigating the Skylark Skylark, but SportsPlanes.com com- eral light-sport aircraft (LSA) My opportunity to fly the Skylark pany pilots Dale Faux and Eric Del- that have found ready buy- came while attending the U.S. Sport lenbach, who is also SportsPlanes. ers. After researching through Aviation Expo in Sebring, Florida, in com’s national sales director, have Sseveral designs, SportsPlanes’ owner January. I flew with Darrell Hamil- wrung the plane out extensively. Josh Foss originally settled on the ton, the SportsPlanes representative Although the Skylark is a Czech- Comco Ikarus C42 and Breezer and for Florida. built LSA, it was designed by David the U.S.-built American Flyer for its Darrell retired from Northwest Marsden, a professor of aeronautical fleet. Most recently, the company Airlines four years ago. He most re- engineering at the University of Al- added the Czech-built Dova Skylark cently crewed the fly-by-wire Airbus berta in Edmonton, Canada. Marsden to its offerings. A320, which needs only small con- was able to use the university’s wind However, the real story of this com- trol movements. But he also piloted tunnel, a capability not available to pany is not Josh Foss’ care in the se- the Boeing 747 and, before that, the many LSA designers. After complet- lection of what airplanes to sell. What McDonnell-Douglas DC-9. The latter, ing the design work, Marsden enlist- may be more important to the mar- he said, took lots of control pressure ed Dova to be the manufacturer. Lat- ketplace is the network his company and control column movement. He er, in 2005, he sold the design rights has built to bring service and sup- had to unlearn that experience when to the Eastern European company. port to SportsPlanes.com’s customers. he started flying the more responsive However, Marsden remains involved Currently, 15 SportsPlanes centers are Dova Skylark. My regular evaluation to help with some of the problem operating, with the goal to establish routine put us through some paces solving that’s inevitable with initial 25 centers nationwide. Darrell had never explored in his production of a new design.

The T-tail was reportedly used to pre- The Skylark’s vent the Skylark from being affected by power changes in the way a standard swept winglets tail configuration is. Designer Marsden said, “This configuration puts the hori- “are intended zontal stabilizer in the optimum position for clean airflow.” to convert wingtip vortices into lift, a concept proven on faster aircraft. 20 . MAY 2007 ” EAA SPORT PILOT . 21 The Skylark is an all-metal airplane, A T-tail is also rather rare among The Skylark’s seats have a lot of for- the baggage area resulting in an aft CG primarily using 2024-T6 aluminum LSA, and it was reportedly conceived ward support on the bottom cushion, load. However, if you wanted to carry as its construction material. Marsden to prevent the Skylark from being af- providing a surface all the way to your something large but light—sleeping describes the airfoil as a semi-natu- fected by power changes in the way a knees. For many pilots this assures a bags come to mind—the space can ac- ral laminar flow design. That may more common cruciform tail may be. comfortable seating position for lon- commodate such gear. not mean much to some pilots, but I can’t judge that idea, but I did note ger flights. The spar runs under your The Skylark has an excellent useful the goal was to keep the air attached that the T-tail is high enough to stay knees rather than under your bottom, load unless you load up on weighty to the wing through as much chord effective even when doing a full-stall which itself may translate to greater equipment. With base price equip- length as possible. landing. Some T-tailed aircraft expe- safety in the event of a hard landing. ment, the Skylark weighs only 653 The Skylark’s swept winglets are rience flow disturbance when in a Darrell indicated the Skylark seat pounds. Given a relatively modest intended to convert wingtip vortices nose-high attitude, but I found none structure will go through some rede- 45 pounds of baggage, weight and into lift, a concept proven on faster of this in Skylark. sign, too. Currently the seat pans are balance calculations appear to allow aircraft. Even if the gain is modest thin, and I can imagine some big fel- two 239-pound occupants, though on the Skylark, it certainly lends a Front Cabin lows leaning on them too hard dur- folks that size might be snug in the modern look to the LSA, while set- The Skylark has a well-braced step aft ing entry. Also, Eric is suggesting seat 43-inch-wide cockpit. Most pilots will The canopy slides forward on a robust rail, and operated smoothly on the aircraft ting the design apart from the oth- of the wing to facilitate clambering up and interior design changes that will likely fly at somewhat less than full flown for this report. More canopy latches, including a locking latch, will be added ers. Since perception is paramount, onto the low wing. To further assist en- add more padding. Though the seats gross weight. to future Skylarks. this design feature simply may be try, a sturdy rail runs laterally aft of the in Darrell’s Skylark had thin padding, Many LSA use a single hand-operated quire some concentration. Darrell flew good marketing. seats, and I also found the aft canopy I survived with no sore spots, thanks Getting Reflexed brake, which most general aviation with two GA who also reported think- support to be quite solid. The canopy to the shape of the seats and the ex- With its flap arrangement, Skylark (GA) pilots find a bit strange. ing the stick forces were on the light itself shouldn’t be used for support as it tended seat cushion. joins a limited number of LSA that side. This is a common feeling about will move toward you if you pull on it, From the right seat, both trim con- offer a reflex position. The four-posi- Let’s Go Cruising! LSA in my experience, but once you traversing readily in its tracks. trol and throttle take a long reach, tion flap lever deploys from minus 10 Takeoff behind the 100-hp Rotax 912S become accustomed to a light control The canopy in Darrell’s Skylark though they are convenient to the nor- degrees to plus 10, 20, and 40 degrees. proved rapid as is common on LSA feel, you tend to prefer it. But a light latched only at the upper rear. A new mal pilot-in-command left seat. In ei- When you select the reflex or “mi- flying with this engine. For landings, touch is something to be learned. canopy configuration is planned with ther seat, the joystick position is excel- nus” position, the flaps move upward Darrell suggested setting power at The day Darrell and I flew, a smog latches on each side and a locking lent. I could rest my right hand on my from neutral to flatten the top of the 3000 rpm on long downwind with a layer hung at about 3,000 feet. Below latch on the top aft to give owners a knee and operate the stick with small wing and add curvature (though not pattern speed of 80-90 knots, which that in distinctly bumpier conditions keyed entry. The present canopy ar- motions. I observed Darrell using his undercamber) to the lower side. This he considered a bit on the slow side. the Skylark took more effort to fly. rangement with a latch only at the rear right knee (in the left seat) to support sailplane-style design feature adds a As he turned base and final, he held In the smooth air above, the plane is not only less secure feeling but also his throttle hand. Without an armrest, few knots of speed to the airplane. his speed at 70 knots. flew effortlessly. This suggests excel- provides a clothing catch point during the vernier throttle proved a bit more In theory at least, it should reduce Darrell advised 20 degrees of flaps lent cross-country flying, at least in entry/exit, according to Darrell. Help- challenging to adjust smoothly. in-flight bumps by making the wing for standard operations, and my first smoother air. ing secure the canopy is a robust track As is common on many Rotax in- more symmetrical. landings went well at this setting. I also Even in the lumpy air below 3,000 on each side. stallations, there’s no carb heat knob In a departure from many LSA that tried the full 40-degree setting as full feet, the Skylark executed steep turns I noted the canopy produces a whis- on the panel, but a choke control and have fuel selector levers that are off or flaps on some long-gliding LSA have beautifully, showing sustained banks tling noise at cruising speeds. At climb a pull-for-heat/push-for-air knob flank on, Skylark’s fuel selector sets for left, presented challenges to GA pilots. In at sharp angles without adding any attitude the sound resembles a trou- the throttle. right, and closed, but not both. While the Skylark, 40 degrees proved man- extra power. I found it easy to main- bling engine noise, but Darrell assured Darrell’s Skylark was equipped with I appreciate that this allows you to ageable, but of course, the briefer flare tain the turn. By contrast many older me it was the canopy and not the en- a TruTrak attitude indicator, altimeter, burn one wing tank to help level the window required a bit more precision. GA planes require at least a 100-rpm gine. But that would certainly unnerve vertical speed indicator (VSI), airspeed plane, I’d prefer that a both position I also experimented with forward and boost from cruise to hold a 45-degree a new pilot attuned to every unusual indictor (ASI), and compass. Comple- be available. sideslips on some higher approaches bank through two complete high- sound. Perhaps the new canopy setup menting those gauges, I had access to Darrell’s Skylark was fitted with a and found these methods work well to bank circles. will silence this noise; if not, in time a comm radio, transponder, and a GPS Garmin 396 and the standard six-pack control flight path. In full-power, top-speed runs up- owners will adapt. in the popular AirGizmo dock. En- of flight instruments. SportsPlanes. I found the Skylark’s stick to be and downwind, the tachometer re- The Skylark’s 43-inch-wide cabin gine instruments were conventionally com will have other panel configura- quite light in both roll and pitch— ported approximately 5200 rpm. This mimics the interior of a Cessna 172, placed on the right, including tachom- tions prepared later this spring so you light enough that bumpy air will re- max setting produced 100 knots into but it is a few inches narrower than eter, single cylinder head temperature, can choose a variety of steam gauges some LSA available. I found Skylark’s oil pressure, oil temp, and dual fuel or glass avionics. interior adequately roomy for two aver- gauges. To the right of all these was a Though it worked fine, I found the age-sized persons. Two or 3 inches sep- Hobbs hour meter and the emergency trim control rather counterintuitive. It arated Darrell and me, and I was barely locator transmitter (ELT) controls. A is clearly labeled, but you must push touching the outside of the cabin. 12-volt connector is available for other the rocker switch toward the up posi- Foot room is spacious whereas some accessories…within the Rotax 912S’s tion to lower the nose and toward the The Skylark’s four-position flaps deploy designs are cramped. A few LSA leave ability to offer electrical power. down position to raise it. from minus 10 degrees to plus 10, 20, no alternative but to put your feet on The Skylark has a spacious baggage The brakes in Darrell’s Skylark were and 40 degrees. (TOP) In the minus or the rudder pedals or awkwardly aft area, but it is limited to 45 pounds. a bit weak. They have been a focus reflex position, the flaps move upward of them on the floor in front of your That capacity may be sufficient for of some maintenance work, which from neutral to flatten the top of the seat. The Skylark’s center console takes most flights, but it would be easy to explains why brake pedals were only wing and add curvature to the lower little away from the floor space. Gener- overload the area. Another change installed on the left side of our test wing surface. This sailplane-style design ally, the cabin interior is covered with coming to Skylark is to move the seats Skylark. Matco brakes are coming, The 43 inch-wide cockpit is available with conventional gauges, glass avionics, or a feature adds a few knots of speed to the a pleasing cloth finish (not carpeting) about an inch, which will offset the and the standard Skylark configura- combination. The baggage area will hold up to 45 pounds, depending on the useful airplane. that dampens noise somewhat. possibility that occupants will overfill tion specifies toe brakes on both sides. load remaining after adding pilot, passenger, and fuel.

22 . MAY 2007 EAA SPORT PILOT . 23 nose actually dipped down somewhat; when removing power, the nose raised. These are slightly counterpro- Specifications ductive, but in both cases the result (Note: All specifications and performance figures provided by the factory. Figures are was very modest. For comparison, unverified except as otherwise stated in article or noted below.) seaplanes with an engine mounted high will often exhibit an exagger- Dimensions ated response to power input. Wingspan: 26.0 feet Payload: 523 pounds Some earlier Skylarks had a vibra- Wing area: 101.0 square feet Fuel (all): 24.0 gallons tion at the joystick when flying at Length: 21.7 feet Wing loading: 13.1 pounds/square feet higher speeds. A service bulletin (the Height: 7.4 feet Power loading: 13.2 pounds/hp ASTM consensus standards equiva- Seating: 2, side by side Powerplant: Rotax 912 ULS lent of an airworthiness directive) was Cabin width: 43 inches Power output: 100 hp issued to address a gap seal that fixes Empty weight: 653 pounds Propeller: 3-blade A T-tail and winglets set the Dova Skylark apart from most S-LSA; it’s the only those Skylarks showing this tendency Gross weight: 1,320 pounds Baggage area: 45 pounds, aft of seats ready-to-fly LSA sporting both such features. The swept winglets are intended to (not all did), and aircraft in produc- Useful load: 667 pounds convert wingtip vortices into lift, a concept proven on faster aircraft. tion now already have a different gap seat arrangement. Performance the wind and slightly more than 120 ence), and correcting for visual paral- Never exceed speed (V ): 156 knots/179 mph knots with the wind, averaging a shade lax, I estimate the ASI was showing A Skylark and You? NE Max continuous power speed: 110 knots/126 mph* greater than 110 knots (or close to 130 a shade under 40 knots. But at these Like many imported LSA, the Sky- Cruise speed (economy): 105 knots/121 mph** mph) at maximum continuous power. speeds I’ve found ASIs to have some lark’s price has risen as the dollar sank Stall speed, flaps 40 degrees: 37 knots/42 mph This check was done at about 4,000 error. In slow flight, the Skylark still compared to the euro. Currently, but Max rate of climb: 1,200 fpm feet MSL on a day slightly cooler than showed plenty of control authority subject to change, a 100-hp Skylark Takeoff distance: 500 feet standard 59 degrees Fahrenheit. The at 50 knots. As we neared stall (indi- has a rather well-equipped base price Landing distance: 530 feet GPS read 123 knots on the fastest leg, cating about 45 knots), control forces of $114,900 before delivery charges. Cruise duration (economical): 6.4 hours (no reserve) and in both directions the ASI showed got rather soft, as you’d expect. SportsPlanes.com has a variety of air- Cruise range (economical): about 700 nautical miles (no reserve) a needle width over 110 knots. In all stalls—power on, power off, craft to provide lower costs if your bud- Fuel consumption (economical): about 3.75 gph Many GA pilots are accustomed and accelerated in each direction— get requires. For example, the Comco- to figures like 75-percent power- set the left wing tended to drop. This was Ikarus C42 starts at $75,900 and the *Averaged upwind and downwind flight evaluation at 4,000 MSL, per GPS. ting. At that throttle position, they significant enough that in power-on 100-hp made-in-the-USA American **See article for additional information about cruise power settings. may save some engine wear and tear stalls at 4000 rpm (about 50 percent Flyer lists at $69,900, though it doesn’t and gain better fuel economy, but power), I nearly exhausted the right yet have special LSA (S-LSA) approval. in Rotax 912-powered aircraft, it is stick range to offset the wing drop. In For the Skylark’s base price you get reasonable to fly at full power con- the interim this might be remedied a basic panel plus the 100-hp Rotax tinuously. In fact, if you burn 100LL by adjusting the fixed aileron tab on 912S (often an additional charge of avgas, full power is better, say many the right aileron. That tab is currently $3,500 on some LSA), plus strobe and experts. When using unleaded auto- angled up, and it struck me perhaps landing lights and more. Owners who gas that Rotax engines actually prefer that was too much angle and was want to add radios, nav gear, and op- (92 octane in the 100-hp 912S or 87 overworking to lift the right wing. But tions like autopilots add to that price. octane in the 80-hp 912), you can use Marsden and the Czech factory engi- At this range, the Skylark is in the up- a lower power setting as the engine neers are preparing a larger aileron at per range of LSA, though it has plenty doesn’t have to burn off the lead. Eric this writing, according to Josh. of company. routinely flies the Skylark with the In my evaluation of longitudinal To help buyers personalize their throttle fully opened. stability, I seek a trim position where Skylark, SportsPlanes.com’s series of The standard 24 gallons of fuel on- the airplane holds altitude without pi- sample panels will soon give custom- board should fly the Skylark beyond lot input. Then, in separate checks, I ers an idea of the appearance of a full 500 miles, even holding some fuel in re- disturb the stick fore and aft by push- glass panel or whatever other options Contact serve. Fuel consumption rates are simi- ing or pulling gently and letting go of they may desire. The advantage to buy- lar to other Rotax 912S-powered LSA. the stick. I found the Skylark positive ing from SportsPlanes.com is that you SportsPlanes.com It appears designer David Mars- in that the amplitude of up and down may find a representative in your geo- 2059 E. Bear Ridge CV den did his homework when assur- pitch motions did not grow, but nei- graphical region. Each representative Draper, UT 84020 ing the Skylark was stable to fly. To ther did it slow to a stop when I let it offers different services, but you have Phone: 801/420-6176 verify this, I made my standard se- go back and forth a few times. Perhaps more resources than smaller organiza- E-mail: [email protected] ries of stability profile evaluations. that means it has the ideal amount of tions. To find a SportsPlanes center Internet: www.SportsPlanes.com Slow flight proved very satisfying pitch stability, though most certifi- near you, visit www.SportsPlanes.com. with flight just above stall requiring cated aircraft will eventually come to After you compare Skylark’s sharp only 3600 rpm (less than 50 percent level flight again. design—many pilots love the mod- power) with a full 40 degrees of flaps. In another longitudinal stability ern winglet look—with other LSA The GPS showed 47 knots in a level test, I again assure a trim condition and add up the relative values, you flight, this number being perhaps 2 to and then add or subtract power to see may join other American pilots who 3 knots above stall. I sat in the right how the airplane responds without selected this machine from the ever- seat (an old flight instructor prefer- input. When I added power, Skylark’s growing LSA fleet.

24 . MAY 2007 EAA SPORT PILOT . 25