I never was fond of the idea of the flagship “new” sim of August 2020 featuring an airplane that looked and felt like a car and was even simpler than a car on the inside. I guess I felt it was too “toy-like,” whatever that means, as we all use that term more often than not. Now that I was inspired by seeing one, I had to use it as a prop for my article, which not coincidentally corresponds with the latest sim update that was released by Microsoft the week of January 25, featuring newly enhanced Caribbean and Atlantica sceneries.

The ICON A5 has been around a while but certainly looks futuristic. Perhaps tainted by a well-known fatal accident being caused by a former sports star, MLB pitcher Roy Halladay, doing stunts on a lake and getting himself killed in 2017, this aircraft sits in my brain as something that is, once again, not the best choice for “flying doctors, or ultra-rich sports personalities with more money than brains.” Yet it looks like a playful, fun, fast, and wild ride.

I took the ICON out for a tour in the newly enhanced default Bahamas and Caribbean scenery regions. This area was recently retouched with more graphical accuracy and visual quality of objects, landmarks, and more, bringing the entire Atlantic tropical areas up to the level of quality of most other locations worldwide. I started at Nassau International Airport (MYNN) at the GA ramp I have frequented many times in the jet I fly. But almost immediately after the speedy takeoff, I got the gear up and lowered the water rudder (a key command) for water landing. I plunked down near the lighthouse to begin my tour.

After the fun touchdown with splash sounds and wake effects, I was eager to use the amphibious vehicle option. I lowered the gear and made my way to the shore, slowly climbing up on the thick sand, with tons of power to keep moving. I was so loud—this really is not a way to sneak onto a beach! I was able to rove around by the lighthouse and have a lot of fun, being careful not to be reckless or a hazard to anyone out there. Once I had enough fun, I took back into the water.

Now, it was off to get close to a resort I know well. After some 20 years flying jets in a Part 135 business, I have spent many long weekends at the Atlantis Paradise Island Bahmas Resort. The newly updated visual quality was stunningly accurate. Passing over the resort at high speed was exhilarating, and low speed was satisfyingly epic as well, taking in all the areas I walked, jogged, and swam on many layovers as a 135 captain.

I was able to land in the shallow riverways, motor around, and not get stuck too badly. Sometimes the scenery objects can create some type of invisible box, where you may get stuck and unable to proceed. But for the most part, I could move about without issues, taking in the sights and scenes I have been exposed to so many times. This really is a tiny airplane, as I could squeeze in between the landscaping, palm trees, and bushes without too many problems.

Being able to visit real-life locations that I have often been to before or planned in the future is one of the greatest benefits of having a flight sim. It’s so easy now with the high-fidelity, worldwide photorealistic scenery that Asobo Studio has provided with its continual updates to the sim since release in 2020. Areas that were slightly lacking in definition, although still recognizable, are now really popping with details due to the service update released in January. Continuing onward to explore the area from a few hundred feet, I wanted to see the container port and cruise terminals from the air.

Before ever going to Atlantis, myself and other flight crew stayed at the British Colonial Hilton in downtown Nassau. A little small beach and pool area provided some great cruise ship gazing as they would turn 180 degrees slowly around to either back in or out of the slip. I was in awe watching such big machines do their thing. If unable to watch a Boeing 747 or jumbo jet up close, I’m more than happy to watch huge cruise ships in action.

Having spent many times walking the yacht district at Atlantis, I really enjoyed landing there and motoring around.

Having spent many times walking the yacht district at Atlantis, I really enjoyed landing there and motoring around. Everything seemed perfectly to scale and size. It’s equally beautiful at night with many yachts and slips being illuminated below the water line and colorful beams of mood lighting. Too many photo ops to fit into only a couple of pages.

I can only think of the Harrison Ford movie, Six Days, Seven Nights, when seeing the Beaver. I know Ford owns one, and maybe he’s a reader of Plane & Pilot too! If so, this part is dedicated to him. The default Beaver is a joy to fly, with the funny overhead throttles and prop controls. It’s pretty powerful and has a lot more umph than I was expecting, with a good climb rate and a fast cruise at over 130 mph. Unique sound effects like the pump flaps, panel rattling, and more are provided.

The sound of radials winding up, popping, belching, and smoking is all included in this MSFS version of the Grumman Goose with fabulously rendered graphics to boot. Now I’ll confess I know nothing about this airplane other than my late dad always wanted one, and he had built a plastic model when I was a kid. With 747s on the brain, I never showed an interest in such relics, as did he, until reaching his age. I hate the expressions “real airplane” or “real pilot’s plane,” but that kind of seems fitting with this big and heavy machine of both land and sea.

This is another amphibious vehicle that can pretty much go anywhere. Designed for docks primarily, I didn’t try to take the big flying boat on and off the beaches but certainly had fun with runway takeoffs at Cyril E. King Airport (TIST), followed by immediate landings in the harbor, where I have been in real life and seen many float operations come and go. They use a variety of aircraft like de Havilland Turbo Beavers or Twin Otters on floats to dive over the hills.

• READ MORE: Flight Simulators: Valuable Teaching Tools For Pilots

There are just too many options with a huge variety of general aviation equipment now part of MSFS2020. Since I am one of those jack-of-all-trades and expert of none types when it comes to all these aircraft available, I have to assume the flight models are pretty good. Asobo Studio is doing a lot for all the default GA aircraft to bring them up to snuff, and third-party developers are really upping the ante. When purchasing an add-on aircraft at websites like Big Radials or A2A Simulations, you’ll be getting the best.

In some cases, you must maintain, treat well, and perform regular maintenance on the aircraft, keeping the harmony between plane and pilot alive in your virtual flying world. Enjoy the realism!

Editor’s Note: This story originally appeared in the MARCH 2024 issue of Plane & Pilot magazine.

The post Piloting Fantasy Island appeared first on Plane & Pilot Magazine.

“We plan to continue to produce and sell aircraft and provide first-rate service, training, and support to our customers,” stated Jerry Meyer, CEO of ICON.

After recent difficult news for Searey producer Progressive Aerodyne and Seamax from Brazil, this may illustrate the challenge of bringing an LSA seaplane to market.

• READ MORE: ICON Bumps Useful Load of A5 LSA Seaplane

Producers of more fundamental seaplanes like Aero Adventure may shine a light on the value of simpler, more affordable projects. Aero Adventure will appear at Sun ‘n Fun and offers highly affordable aircraft.

Another Brazilian producer, Scoda Aeronautica, is enjoying good sales and success with their Super Petrel XP (recent article), which will debut at Sun ‘n Fun 2024.

The excitement in Lakeland, Florida is about to start. Check out all the latest and greatest at Sun ‘n Fun’s 50th Anniversary celebration.

Editor’s note: this story originally appeared on ByDanJohnson.com.

The post ICON Announces Bankruptcy Filing appeared first on Plane & Pilot Magazine.

By mid-July, I had a dance card filled, with interviews and media events blocked for every one of the seven days I would be in attendance. I had read everything I could about what to pack and wear to stay comfortable walking from one end of the venue to another in search of the next story. I had talked to my sister and other friends who had been there. I was ready.

I knew I would have some time between events and interviews, so I planned to take in the daily air shows and spend some time visiting the museum to get out of the heat. I had starry-eyed visions of leisurely conversations with the owners of fabulously restored vintage birds and plenty of time to people watch. But I didn’t know about the Oshkosh vortex.

The trouble started on day one, Sunday, after I picked up FLYING Media Group technical editor Meg Godlewski from Appleton International Airport (KATW) and then innocently tried to get us into the event. We spent 45 minutes touring at least three of the campgrounds, off-roading on terrain my low-clearance Honda wasn’t designed to handle. I’m still not entirely sure how we managed to get into those areas, much less out again—arguing like an old married couple over which way to go.

And it wasn’t the last time during the week my navigational skills departed, which was disconcerting because they are usually decent at worst. I’m going to blame it all on the fact that the event map wasn’t oriented to the north. Godlewski may be skeptical about that.

Meanwhile, FMG travel editor Jonathan Welsh was having an even more frustrating experience. Weather forced him to abort his Sunday flight into the event, and the next day he made the difficult decision to return home in light of the low visibility conditions because of smoke.

FMG editor-in-chief Julie Boatman nodded sagely at my midweek “flustration” when my schedule continued to rearrange itself in unexpected ways. “That’s the Oshkosh vortex,” she said.

The best-laid plans at AirVenture have a way of swirling out of your hands. And so it turned out that my first Oshkosh was as much about learning how to Oshkosh—psychologically—as it was about getting great stories. The trick is to embody airshow zen. You just let the swirling tides move you. And when you do, you might end up somewhere unexpectedly awesome—like when I found myself with Godlewski in the cockpit of NASA’s Super Guppy, interviewing pilot Ray Heinemann about what it’s like to fly the beast; or with Jeremy King a day later, chatting with the Guppy’s flight engineer, Nelson Reyes, about his career journey at the FMG booth.

• READ MORE: STOL Enthusiasts Flocked to AirVenture

I also learned that one must plan around the weather. Early morning is a perfect time to visit many of the exhibits, while the light is beautiful and before the scene fills with visitors. Photographer Stephen Yeates took advantage of this strategy on Tuesday to capture some incredible images, the early morning light filtering dramatically through the wildfire smoke drifting down from Canada.

I learned the hard way that midday is not a time to schedule anything, other than maybe a writing session in an air-conditioned space (or, I assume, a quiet stroll through the museum. I never did make it in). My schedule often found me trudging to interviews in the sweltering heat and suffering from dizzying exhaustion as a consequence.

However, pulling back my dripping hair and venturing out with my water bottle in the heat occasionally found my efforts rewarded (even if I had to take a timeout later), particularly on a visit to the ICON Aircraft booth midweek. I sat with CEO Jerry Meyer and talked about the unique design of the amphibious A5.

Meyer confirmed my initial observation about the design of the cockpit, which feels almost as approachable as a car. It was developed to be accessible, with information delivered to the pilot at a glance and controls intuitively laid out in the small space.

Meyer drew my attention to one particular difference from many GA cockpits (even glass cockpits): the prominent angle-of-attack indicator placed at the top right of the instrument panel. “Rather than watching airspeed,” Meyers said, “you fly the angle of attack. You do this during climb, in straight-and-level flight, and flying a pattern and landing.”

Engineering innovations tend to have tradeoffs, and this airplane is no exception. The wing design makes it incredibly hard to stall the A5—you can see many videos of reactions to this during demo flights on the company’s YouTube channel (and I’m sure my reaction was no different). The pilot retains some aileron control even when fully stalled; the tradeoff comes in terms of speed. A sleek design means a tight margin for useful load—you’re not going to be taking long cross-country flights with a friend and lots of gear in an A5.

Meyer walked me around one of the company’s A5 models on display at its booth and pointed out the wing-folding design, which makes it possible to tow the airplane to the lake for a weekend. An ideal perk for the target market for this airplane: people who want an amphibious airplane to enjoy air and water at their leisure.

• READ MORE: ICON Bumps Useful Load of A5 LSA Seaplane

A few days later, I drove to the beautifully appointed Brennand Airport (79C) in Neenah, about 10 miles north of Oshkosh, to take a demo flight with one of the company’s instructor pilots, Alex Mason, regional sales director for the West Coast (Seattle to San Diego), and experience some of its characteristics in action. We took off and headed west to Lake Winneconne.

Once over the water, Meyer demonstrated a stall. The airplane entered the condition reluctantly, and there was never a full break. We hovered for a bit in a falling-leaf stall and then made a couple of turns using the rudder while in the stall. I’m echoing many others here, but it was a weird experience, even knowing about this characteristic ahead of time.

Mason demonstrated a water landing and takeoff, talking me through the process of selecting a landing spot, observing wind direction on the water, and then flying a normal pattern and landing. Flying the angle of attack, as Meyer had suggested, was disconcerting for someone used to a constant mental calculus centered on airspeed and attitude. But it worked, as my landing wound up far smoother than I expected.

On takeoff, I marveled at the A5’s tendency to “slip the surly bonds of Earth” (with a nod to John Gillespie Magee Jr.) on its own. It needed only the slightest nudge to part from the water at rotation speed. In the air, Mason demonstrated some steep turns and a box canyon reversal, and I marveled at what appeared to be a duck with an angry lawn mower installed in it could be so nimble in the air.

As we touched down in Brennand, I felt a bit of letdown. I wasn’t sure I’d like the A5 before my flight. But after it was over, I was sad that I didn’t have more time to play in the air.

On my last day at Oshkosh, the vortex threw me a bone. I was invited to join a media flight aboard World War II Douglas C-47 Placid Lassie in a special formation flight with the Vaerus Jet Sales Douglas DC-3. The airplanes are part of the D-Day Squadron, which will return to Europe next year to commemorate the 80th anniversary of the Normandy invasion.

I thought a lot about the young men who had sat in my place 79 years ago and about the tides that moved them to their fates. It was a sobering reflection and an honor to be part of that little bit of history for a few fleeting moments. And that, the honoring of the past and celebration of innovation and exploration, is what AirVenture is all about. 

Editor’s Note: This story originally appeared in the October 2023 issue of Plane & Pilot magazine. 

The post Sketches of Adventure appeared first on Plane & Pilot Magazine.

“After nearly two years of rigorous R&D, testing, and production preparation, Icon is excited to announce that it has increased the gross weight of the A5 by 60 pounds, resulting in a new useful load of 490 pounds (up from 430 pounds),” the company stated.

How can ICON do that before MOSAIC arrives? Isn’t the limit 1,430 pounds, as permitted on LSA seaplanes or floatplanes? Well, no.

ICON did not initially use all the gross weight given to it. After engineers proved the structure could carry more weight, the company could make the change and amend its ASTM documentation for the FAA, a task made easier as Icon has already worked closely with the FAA on a Type Certified version of A5 in the primary category.

• READ MORE: The Icon A5: An LSA Amphib That Handles Like A Dream

As the A5’s Rotax 912iS burns less than five gallons of fuel per hour, the company says “this equates to an additional two hours of endurance or the ability to carry more baggage or heavier passengers.”

Backwards compatibility is of interest to present A5 owners. “All 2024 A5s will include this weight increase, and the solution can also be retrofitted on previous models as part of an option package that includes a 4-blade lightweight propeller from eProps that delivers increased performance and additional weight savings,” ICON said.

Said Jerry Meyer, ICON’s CEO: “In response to feedback from our owners and prospective customers, we elected to undertake further research and development to test the airframe and fully understand what we needed to do to increase the useful load. The solution is a reinforcement of our commitment to innovation, and a 60-pound increase is significant, especially in the LSA category.”

4-Blade eProp

In conjunction with the gross weight increase, Icon said the 4-blade propeller that it announced in 2023 is now standard on all new A5 LSA. The company said “eProps’ new propeller provides a 21 percent reduction in ground takeoff roll in standard conditions, increasing the versatility and safety of the aircraft.”

“The 4-blade propeller is a huge upgrade to my ICON A5,” said Santiago Masdeau, an A5 owner based in south Florida. “I’ve flown more than 100 hours with the original 3-blade and now I have around 20 hours on the new carbon fiber 4-blade. Immediately, I noticed less vibration and noise, better acceleration, and improved takeoff distances. I’ve also experienced an increase on my cruise speed at 5,000 rpm and lower fuel burn. The entire experience is better, and it looks amazing, too!”

A 2024 A5 Limited Edition starts at $409,000 with the Garmin G3X Touch available as an upgrade. Additional options include autopilot, a digital attitude indicator, a variety of signature paint schemes and colors, and Sirius XM Weather.

The company believes that type certification will allow Icon to expand its market potential around the world, especially in countries that have not yet adopted ASTM standards. The type certified version of the 2024 Icon A5 starts at $434,000.

The post ICON Bumps Useful Load of A5 LSA Seaplane appeared first on Plane & Pilot Magazine.