RDD Enterprises Wants to Upgrade Amateur-built Hot Rod

RDD Enterprises was founded in 2006 by partners David McCrae, Eric Schmidlin, and Mark Mahnke, who all liked the pressurized Lancair IV-P, but felt it could be significantly safer with more modern aerodynamics, manufacturing processes, pressurization system, and other enhancements.

The result is the RDD LX7, available in four iterations—350-hp piston in retractable or fixed gear; or a 500-shp PT6A-powered turboprop version, also with a choice of fixed or retractable gear. The LX7's single-wing is new, featuring dual-slotted flaps not found on the IV-P. The entire tail is also new.  Multiple refinements give the cabin more room and comfort, and the RDD partners added a ballistic whole-airplane parachute.

But what really sets RDD’s program apart is the business plan. RDD will start with already certified airframes, then “modify” them by removing the wings and tail and effectively remanufacture the entire airplane, while retaining its original production certificate. There are currently about 250 registered Lancair IV-Ps, each one a potential “donor” airplane.

With improved aerodynamics and more consistent manufacturing tolerances, RDD believes its LX7 will have the same top-speed performance but greatly improved slow-speed qualities, making it safer to operate. The estimated cost, depending on the condition of the donor aircraft RDD is able to acquire, is $830,000 for the piston version and $980,000 for the turboprop.

Honeywell Buys Autopilot Maker TruTrak

Honeywell Aerospace announced this week at EAA’s AirVenture in Oshkosh that it has purchased privately owned autopilot designer and manufacturer TruTrak, which produces systems for experimental, light sport, and certified aircraft. It will become part of Honeywell’s BendixKing business, with TruTrak’s CEO and owner Andrew Barker, the company's first employee, joining the BendixKing executive team. Other TruTrak engineers will also migrate to the Honeywell subsidiary.

“Honeywell and BendixKing’s capabilities in the aerospace industry will accelerate the continued development of the products TruTrak has built from the ground up,” said Barker. “Their vision for autopilots aligns with ours, and personally I am very excited to join the BendixKing team and use the extensive resources now available to us to continue forging the future of autopilots.”

TruTrak was founded in 1999 by Jim Younkin and Chuck Bilbe and by March the following year had produced its first prototype units. Since then it has sold more than 15,000 autopilots.

“TruTrak is a natural fit with BendixKing, and this acquisition opens up an exciting new market to us,” explained Carl Esposito, president of Honeywell’s electronic systems division. “It provides great technology at affordable prices, which is central to BendixKing’s business.” He added that the addition will attract new talent, foster collaboration, and help identify new ways to bring value to its customers.

Hartzell Brings Newly STC’d Props to AirVenture

Hartzell Propeller is exhibiting a wide array of its two- to five-blade aluminum and composite propellers at EAA AirVenture 2019. Holding center stage is a Cessna 185F with its newly STC’d three-blade metal propeller. The two-blade composite Trailblazer was recently made available for the American Champion Super Decathlon, and one of those aircraft is a prominent part of the company’s display. Five-blade models are available for turboprops including the TBM series, Pilatus PC-12, Piper Meridian/M500/600, and the Beech King Air 350 series.

In addition, Hartzell is sponsoring a series of events at AirVenture this year. Aerobatic performers Sean D. Tucker, Jessy Panzer, Michael Goulian, Matt Chapman, Bill Stein, and Jim Peitz, as well as John Klatt and Jack Link’s Screaming Sasquatch, are all supported by Hartzell. Some have been spending meet-and-greet time at the Hartzell booth (296-297).

The Ohio-based company is also co-sponsoring the fast-growing Pilot Proficiency Center at AirVenture. Attendees can gauge their proficiency in IFR flying and learn tips and strategies from experienced instructors. They can also familiarize themselves with the newest advanced cockpit technology in one of 14 available Redbird LD flight simulators, featuring scenario-based training for both IFR and VFR situations.

Hartzell designs next-gen propellers with “blended airfoil” computer-based technology. They are manufactured with machining centers, robotics, and custom resin transfer molding and curing stations.

Aspen Drives Price Down With Painless Upgrades

Aspen Avionics president and CEO John Uczekaj told AIN he could not remember a busier AirVenture. And it wasn’t just tire-kicking foot traffic. “People are buying,” he said.

“The avionics space is maturing,” he said. “There is a lot of competition. And like the consumer electronics maturation schedule, what used to be about a 12-year cycle is now closer to four years. No airplane owner wants to be reconfiguring the panel every four years, so we’ve tried to develop cost-effective, upgradeable avionics that can grow with a pilot’s needs.”

He calls it “worry-free obsolescence protection,” based on a hardware platform that can be upgraded by software alone. “It’s a growing industry trend,” said Uczekaj.

He added that interest is strong in the Aspen Evolution Max series. He also pointed to Aspen’s program for upgrading older installations for $4,995, half the cost of a new system. The Max series has a two-year warranty, which would be tacked on to the coverage of an existing system if the owner upgrades. Improvements include new processing technology that is simpler and runs cooler. He joked that one customer said, “Does this mean I can no longer warm my hands on the panel?”

Noting that the price of a Max is $1,000 less than the legacy system, Uczekaj said, “New technology is not only better, it’s cheaper.”

Light Aircraft Group Optimistic on Coming Rule Changes

Dan Johnson, president of the Light Airplane Manufacturers Association (LAMA), is optimistic about regulatory changes he believes are upcoming. “After five years, progress is finally encouraging,” he said during EAA AirVenture 2019.

Based on communications with the FAA, Johnson believes several LAMA initiatives are on the path to approval. Among them is the pending ruling on including gyroplanes in the light sport aircraft (LSA) category.

“Electric propulsion is also on track to be allowed. A quirk in the regulation has delayed that approval and continues to be an issue. But there has been progress.” Johnson also expressed optimism on hybrids. The quirk he mentioned is that the LSA regulation specified that it applied to gas-powered piston engines, meant to distinguish them from turbines. The rules were written long before electric motors and hybrid systems were even a possibility.

New rules are also likely to include single-lever controls, previously thought to be too complicated for this class of aircraft. But new systems are simpler and more reliable. The benefits in takeoff performance alone are reason to allow single-lever controls in LSAs, said Johnson.

Expanded commercial use is also on tap for LSAs, he said. Currently, it is possible to perform towing and pilot training, but Johnson believes new regulations will include pipeline patrol, forestry, and aerial photography, among other commercial tasks.