The following is taken from FAA’s “Light-Sport Aircraft Manufacturers Assessment” Final Report issued May 17, 2010. It has not been edited or changed in any way other than to format for Web posting.
Light-Sport Aircraft Manufacturer Assessment
—– Final Report —–
Issued May 17, 2010
EXECUTIVE SUMMARY
This report presents the results of the Light-sport Aircraft Manufacturers Assessment (LSAMA), (herein referred to as assessment and team). This executive summary briefly discusses the assessment team’s analysis, conclusions, and recommendations based on data collected during the assessment.
GOAL
The assessment team’s goal was to review current LSA manufacturing industry systems and processes through on-site evaluation, analysis, and reporting. The team was also tasked to recommend enhancements to industry consensus standards for LSA design, manufacturing, continued airworthiness, and maintenance and FAA processes and procedures. The team’s methodology was to collect data from LSA manufacturers, including their extensions and distributors, located in the United States.
Archives for September 2010
New LSA Market Info; Here Come the Big Boys
Perhaps you’ve noticed we have not been reporting market share information as often as we once did. Two reasons: (1) the market has matured, meaning the leaders are distancing themselves from niche producers and the rank positions aren’t moving around as much; (2) in the economic doldrums, the numbers simply haven’t been changing as quickly. *** But since the last report, some action occurred that shines a spotlight on an expected development. The aviation Big Boys are climbing upward… Piper advanced into the #3 spot, pushing also-strong CubCrafters down a notch. The legacy Florida company is closing on #2 American Legend. Secondly, while still well down the chart, Cessna moved up from #20 to #17 enroute toward the top. Based on the company’s reported 1,000+ orders, it seems only a matter of time before they outrun everyone. Or, will they…? *** Nothing is sure in business (or economies, it appears).
Sebring Day Two: Dynon SkyView
Friday attendance seemed lighter than last year. Blame Thunderstorm Morning! One downpour sent sheets of water an inch deep flowing across the exhibition tarmac. *** But nothing dampens sky-bound enthusiasts for long — before long, we drowned rats re-emerged and started aviating as the skies slowly cleared and sunlight finally popped out around 4 pm. *** Highlights of my day: *** * Robert Hamilton of Dynon Avionics took me through a quick tour of the new Skyview System avionics platform. Very impressive. *** Their number one seller: the FlightDEK-D180, closely followed by the original EFIS-D10A, which fits into 3 1/8″ hole — ideal for retrofitting a steam-gauge panel for a complete flight system or to backup a big-panel EFIS system. *** Safety feature: The D-10A has a 1-hour battery life. Even if you lose all electrical power in flight, you can have instruments for landing.
Let’s Go Flying with Dynon’s SkyView
[UPDATE 2/9/10 — Check our new LSA Video entry showing you around the first Special Light-Sport Aircraft installation of SkyView (and Garmin 696) in a CTLS… then go watch the video below.]
*** Talk about your “Wow! Factor,” Paul Hamilton’s new video for Dynon really shows off the amazing capability of the company’s SkyView avionics system featuring synthetic vision. Go along for a flight during bright daylight and into the dimming sun over mountainous terrain. You can see the real image and compare how SkyView synthesizes it. After viewing the system in flight, I predict your choice of words will include: “Impressive!” Dynon’s SkyView setup costs about $5,500 for a single 10-inch screen, though this price is a small fraction of the cost of a Type Certificated system. *** Paul is a veteran videographer and website publisher focused on the light end of aviation. Start here and work your way around his several content websites.
Turbo Evektor MAX
One of Czech Republic’s leading LSA makers, Evektor-Aerotechnic, has upped the ante with its Turbo-powered SportStar MAX, a lovely LSA that I flew with the standard powerplant recently and will have a report in Plane & Pilot coming up soon. *** The new muscle comes courtesy a turbocharged Rotax 914 UL, which takes the MAX way higher than sport pilots can legally fly: all the way up to 28,850 ft.! Can you say pressure suit? Climb rate, already pretty peppy, jumps to 1,320 ft/min, and of course it jumps off the ground a lot quicker too. *** Thinking about mountain flying in the U.S.: you could legally fly this wee beastie at 16,000 feet over the Rockies. Now there’s a thought. *** The first Turbo MAX went to a Canadian customer. I’ll hope to get an update hop at the Midwest Expo in 3 weeks.
iCub, Meet Smart Cub
Those hard-working stalwarts at Legend, the number one U.S. producer of LSA, keep finding interesting things for folks like me to write about. • Trish Jackson is an Ohio native who flies Airbus freight carriers all over Europe. She learned flying from her mother at age 13 and still remembers a memorable quote mom made on a flight: “Look at these rivers. It’s like God carved them out with his finger.” *** Trish owned a vintage Cub at one point in her career, but a couple years ago felt the urge to own one again — a brand new one. She kicked some tires and lit some fires for a year or two, then took a Legend Cub demo flight. *** Last April she joined the annual Legend rite of spring gaggle — a trip I had the distinct pleasure of making in 2008 — to fly formation with a bunch of Legend Cubs from Sulphur Springs, TX to Lakeland, FL for the annual Sun ‘n Fun spring flyin.
Dynon Avionics Upgrades Autopilot
Powerhouse digital instrument maker Dynon Avionics just came out with software version 5.4 for its EFIS-D10A, EFIS-D100 and FlightDEK-D180 units which are in widespread use in LSA and homebuilt aircraft. The upgrade addresses refined pitch control, including some new user-adjustable parameters that optimize autopilot performance for each individual aircraft. *** The idea, explained Dynon, is to improve passenger comfort by custom-tuning the response to turbulence. Support is expanded to a wider range of airframes, too. *** Ian Jordan, Chief Systems Engineer for Dynon, had this to say about the upgrade: “The autopilot now flies just as an experienced pilot would, with crisp, appropriate inputs that really seem to understand the airplane.”
Landing a Seaplane on Water… with Wheels Down!
Landing on water with your wheels down is a confirmed aviation no-no. Land planes that try it often get flipped over upside down, when escaping the cabin becomes a real concern. Every seaplane pilot I know has a mantra he or she repeats, “I’m landing on water so the wheels must be up.” Most simply don’t want to make this mistake. You can land a seaplane or floatplane on land with the wheels up. The penalty is not as great (and you’ll certainly stop fast). But you violate the wheels-into-water rule at your peril. *** Some airplanes, like the new CTLS on amphib floats, or FPNA’s Capetown, or SeaRey have a light-alert system to help you and some manufacturers offer an audio alarm. Others use mirrors or have other warning systems. *** So why would someone land a SeaMax in water with the wheels down?
Is IFR legal in LSA…or NOT?
We’ve all seen the ads: “Full IFR-Equipped LSA!”
A few top-line models offer such instrument packages, such as Flight Design CTLS, Evektor MAX, Tecnam’s P2008.
But is an LSA legal to fly IFR?
Quick tell: Yes — when flown by an appropriately rated pilot.
We already know that a Sport Pilot license holder can only fly in day VFR up to 10,000 feet. This discussion is about the airplane.
As pal Dan Johnson, who just took up this issue on his own blog, notes, ASTM’s F37 committee has worked hard to create an IFR standard, but unsuccessfully so far. The committee did add a line to the latest Design and Performance (D&P) Standard (yet to be adopted) that prohibits S-LSA flight into Instrument meteorological conditions (IMC).
This does not however prevent a rated IFR pilot with a current medical from flying a currently registered SLSA into IMC, and of course let’s also assume the airplane is rigged with the appropriate Full Monty: IFR instrumentation, lighting and powerplant.